Goto10 wrote:Kept it as a turbo or back to NA?
turbo
Still haven't actually driven it yet - can't wait to get insurance sorted now.
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Goto10 wrote:Kept it as a turbo or back to NA?
BenF wrote:Those big ends have got a scary amount of free play - did you try taking the head off to check the internals and condition of the cylinder bores?
BenF wrote:Not all Roadster Turbos end up with problems like that.
Hope a new engine sorts it for you.
Captain Vimes wrote:Personaly, given the fact that Toyota changed the piston design on the facelift model and pre-cats remained, I'd guess that the pre-cat thing is myth and it's the poor piston design that causes the issue (but I'm no engineer).
BenF wrote:New engine - Nice one. You've got the PE turbo like on mine?
IMO getting the map right and minimising det is key. Mine has 235bhp with a Unichip + 5th injector, chargecooler and 10psi of boost.
I did find that the standard ECU will keep trying to get the fuel:air mix back to ideal - whereas with the turbo you really need it rich to keep the temperatures down. That results in a battle between the ECU and the Unichip as the ECU can't ever take enough fuel out on boost.
Depending on what you're looking to achieve, I'd be tempted to go for a full stand alone ECU.
Captain Vimes wrote:BenF wrote:New engine - Nice one. You've got the PE turbo like on mine?
IMO getting the map right and minimising det is key. Mine has 235bhp with a Unichip + 5th injector, chargecooler and 10psi of boost.
I did find that the standard ECU will keep trying to get the fuel:air mix back to ideal - whereas with the turbo you really need it rich to keep the temperatures down. That results in a battle between the ECU and the Unichip as the ECU can't ever take enough fuel out on boost.
Depending on what you're looking to achieve, I'd be tempted to go for a full stand alone ECU.
Yes, mine's running a PE turbo too, but with a Greddy Emanage. It was originally mapped by THOR so it should be safe. I just want to get it checked with the new engine to make sure it's still OK.
Beware the eManage doesn't completely replace the standard ECU - it will apply a correction map which means you'll have the same issue I had with the standard ECU trying to lean out the fuel:air mix when you're on boost. If you end up with the Check Engine Light on and it complaining it can't lean the fuel mix out enough then you're OK
I do worry about the 'self learning' standard ECU fighting with the piggy back. But I guess a good tuner would know about and deal with this?
How do you find the unichip? Is it still sufficient at 230bhp? Did you get the map sorted somewhere local (in Essex)?
The problem is that with a NA ECU they're designed to run closed loop monitoring and fine tuning the fuel mix as much as possible. A turbo ECU will do this under light the moderate load, but knows to basically dump fuel into the engine on full boost to keep temperatures down, and let the fuel/air mix go rich.
Really, if money were no object I'd go for a stand-alone ECU, but they also have their drawbacks as you need to map for cold starts as well as engine up to temperature, and also handle idle speed control. The standard ECU does this all very well.
How have you managed to route the charge cooler?
I've got a small PWR chargcooler, between the engine block and battery. Hose is run under the car to a reservoir under the left front headlap, with a Fiat Rad in the front with pump to pump it all back up to the chargecooler again.
My goals are not to take it too far. My only real concern is the intake temps with no intercooler. If I add an intercooler for 'safety' then I'll probably increase the boost slightly too - however, I then start to worry whether other components may need upgrading (exhaust, clutch,..) and those extra horses could end up costing a fair bit.
I'd be interested in your thoughts - has it been worth the extra expense and time to get another 45bhp over the standard kit?
It really depends what your goals are. With 7psi I'd say the car is very driveable - a chargecooler would give you some 'free' extra BHP by reducing intake temps, so IMO is worth doing. I've not yet seen a air to air intercooler on the back of the Roadster that I'm convinced would work well - heat soak from the engine / exhaust is a real issue.
The standard ECU will manage to run the PE turbo without chargecooling as it can compensate on the base map by a long way - some have found it even able to run the larger 2zz injectors which is impressive.
In terms of extra costs - the standard clutch is fine even for turbo use. Exhaust - I'd consider getting a custom one made up to replace the standard CAT / PE turbo downpipe combination. I've got a free flowing 2.5" system and its not too loud, and compared to the standard CAT/backbox lets the turbo breathe much more easily.
Captain Vimes wrote:Just to add that I finally got to drive the car today and it's fantastic!
It has ditchfinder rear tyres on it and with the turbo spooling - even only at 3k revs - the back end starts coming round in a nice controllable drift .
At the moment I can't see the need for more power and the chassis feels playful and communicative - a step forward over the MK1 and I'm looking forward to being able to drive it properly when the engine has bedded in.