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Gtx3071 Install

scotty nm35
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Erop
Erop

so the best way is to combine cooling mod and swirl tank) i told to my mechanic, he told we will weld custom tank before the summer, to put it conviniently and high in room. now it's time for winter

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Sunkist Grand Master

Sunkist

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Under 10.99sec it's cage time.

I think that would be a pretty cool reason to get kicked out in your STATION WAGON!:whistling:

oh didnt know..

with that amount of tourque before he gets to finish the other wheel bearing might shit itself :rofl2:

Jetwreck Grand Master

Jetwreck

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yeh anyone with an aftermarket ecu.

ie craig iain(the ones that have big heads about it) an then others..

If you have an Impul, Gzone, Nismo(also known as Awesome) you don't have speed cut.....but then again I have seen one ECU with nothing on it that does more than 180km's!

P.S. With the weight of our cars I don't think any of us will be putting a cage in!

Edited by Jetwreck
Cihan Newbie

Cihan

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Hey guys, FYI i have a similar problem with the VVTI model Supra with e-throttle. The speed signal has to be intercepted differently, something that can't be adjusted with the EMU consistently.

I've always used HKS SLD type limiter removal for the Toyota late model ECU's with success.

The EMU also doesn't lift the RPM limiter correctly with the VQ25, so although its running 1000cc injectors and making smooth numbers - there's more potential in Scotts engine + turbo combination.

Being a 56lb compressor i think we can expect a consistent 310-315 awkw with 500-600rpm more full throttle and a little more top end boost.

This is a really good street / strip combination and i believe even with the 0.82 rear housing there would be enough exhaust side flow to deliver very similar power with less of a lag penalty. If you work out the basic numbers, comp flow in lb/min and exhaust flow at expected power level - the 0.8 turbine housing is great for a street driven 3071 or 3076, and the 1.06 the best fit for the 3076 if we keep the same in/ex mass flow ratio. The 3076 compressor should deliver a very close boost curve but happily make the 23-24psi the engine needs to crank 330-340 odd awkw consistently - a phenomenal number for what could easily be a completely standard engine bay..

I had a little peak at Scott's tear down engine, the standard camshafts are your generic JDM style small duration, reasonable ramp, low lift units. Otherwise the head and intake manifold is well designed and most definitely has the harmonics and effective flow needed for the engine perform very well when the factory choke points have been removed. I think Scott's little experiment shows we're not far off the mark..

If the compressor actually makes another 2-3psi at peak power efficiently - I think that'll be spot on, more than enough for a family barge.. At the moment i don't think that's going to happen, the graphs show comp efficiency falling. Maybe a bigger IC core will help reduce the comp P/R.

--

Yes, my dynometer was re-calibrated since it went in. Each roller unit has a separate controller box, interface board, firmware and load recording device. From my understanding the front roller was running the incorrect firmware and needed to be updated.

Edited by Cihan
scotty nm35 Grand Master

scotty nm35

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Thanks Cihan for that info, I know we are onto a goldmine with this engine once the ecu is taken care of. Im still waiting for a Tial .82 rear, it will come soon but im enjoying the power curve regardless. The low end feels much stronger with the large housing so I don't really miss the instant take-off the stock turbo had.

I may go down the HDI intercooler route soon if this one proves a restriction, can we test the pre/post cooler pressures to find how the thing is flowing? I always preferred to have the whole cooler in the airflow but if it doesnt flow enough then the full height core behind the intrusion bar is a must I guess.

I dont think there are off the shelf cams for these but I think a 3.5 build would still be the go rather than cracking this one open as there is no aftermarket support for the 2.5.

How easy was it to fit the SLD and how well did it integrate with the stock Toyota ecu mate? I have always been a little worried about cutting the CAN line but I guess its the only option left for the Emanage tune...

scotty nm35 Grand Master

scotty nm35

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I'm waiting on a donor torque converter for Kewish to hack up, they were hoping a patrol unit may fit with a little modification and strengthening. I would love a 34 Getrag but the costs...

The auto is handling it, so I may as well stay with it for now I guess.

Cihan Newbie

Cihan

Posted
Posted

Scott, we'd have to measure and then model the flow numbers to confirm before hacking up the front bar again, but it may be a worthy consideration depending on the IC's basic design.

Generally it makes SFA difference, but at high boost where the compressor is forced to a higher pressure ratio for a given system flow rate, there can be significant change in actual density at the intake manifold - enough to warrant reconsidering your intercooler setup.

The cams aren't really a concern, we can get them modified without any real headaches. At this stage i wouldn't be concerned with the engines base flow profile, i don't believe its an issue unless you go up a full turbo size (ie. GTX35).

I think what saves the VQ series engines (and VG series) is the broad, well angled ports - fantastic potential for big flow numbers. Plenty of port volume and average ID. So, the heads do OK even with baby cams, which from an emissions point of view is exactly the reason Nissan would have stuck with the design.

There's another IC you should consider, i'll have a chat to you about it next time i pop by.

RE the SLD, its a quick install on the Toyota ECU, direct to the loom. Can't be that bad, we'll figure it out. yes.gif

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