1HD-FTE with POWER! - >750nm @ crank, 230HP @ wheel @ 3k - Pics of fun with the Lexus

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1HD-FTE with POWER! - Pics of fun with the Lexus

Some fun last weekend. Just to prove I'm younger and dumber than my age suggests.....

I prefer to think of it as the practical testing of the theory - The Gturbo - Grunter Stage 2 @ 24psi

Boy it was fun :D

It is in 4wd

Will change turbo soon and test another one
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IMG_1474.webp
 
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share your setup?

Sure, I have posted pics in past of intercooler; but list is as follows (all work done myself).

* Gturbo Grunter Stage 2 (>600nm at 1600rpm)
* Front mount intercooler - 700*300*75mm core. Custom 2.5" aluminium pipework, painted in 2pak black
* 3" garden variety stainless mandrell bent turbo back exhaust (being upgraded to 4" in 2-3 weeks)
* chip installed and laptop tuned by me
* upgraded valve body with reprogrammed line pressure control

Thats it; hardly much to write home about. Engine unopened.

Also, has been tested at full load many times since the tune has not changed from the trip up Gibb River Road (7200km) towing 4 tonne. Dynoed it last monday (139kW at wheels at 2000rpm, 172kW at wheels at 3000rpm).

Now that testing is complete, time to install a Head Kicker and new Injectors, the 4" exhaust and a 4" snorkel...... trying for 820nm flat from 2200 to 3400rpm. Will it do it?.... probably not quite, but Im hoping. The peak torque is not an issue (I am certain I can get 1000nm+ with the next turbo), the issue is the gearbox - poor little A750F cant handle much more than 800nm and whether I can get the 800nm at 3400.... I can probably keep it to 2600 and maybe 700-750 at 3400..... The box to have is the 98-2002 A442F.....

This is an R&D excercise, I dont think many want the Head Kicker... Grunter Stage 1/2 or Bad Boy Stage 1/2 are the options that are mrore realistic. I may get a nice suprise and find the Head Kicke great on the road too.... but I will miss the 1400-2000rpm torque of the Grunter and Bad Boy options
 
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Video...video!!
 
what do you get done to the injectors? im assuming nozzels are changed, is it spray pattern or injection amount.
are injectors also applicable for the 12HT, 1HD-T motors and the 1HD-FT which is most alike?

how much are you hopeing to gain with a 4" exhaust over the 3" allready there?
 

X3

G what do you plan for your injectors regarding the breaking pressure point?

Sent from my GT-N7000 using IH8MUD
 
Yerp you sure taught lexus a lesson lol
great mods and out come there.
 
what do you get done to the injectors? im assuming nozzels are changed, is it spray pattern or injection amount.
are injectors also applicable for the 12HT, 1HD-T motors and the 1HD-FT which is most alike?

how much are you hopeing to gain with a 4" exhaust over the 3" allready there?

X3

G what do you plan for your injectors regarding the breaking pressure point?

Sent from my GT-N7000 using IH8MUD

*EDIT* The cracking point has been changed and holes enlarged. They cannot be used on the 12HT or 1HDT because, aside from the form factor, their injectors lay over at an angle, so the holes in the nozzel hole centroid is also layed over by the same amount (opposite) to counteract this and correctly fire ~ 15° cone (relative to block deck).

4" exhaust.... dont forget I am trying to run better than 20:1. That is alot of exhaust gas to get rid of. You should hear the rush noise it makes with the 3". I've not done any tests on exhaust backpressure however I am confident that over 230whp it becomes an issue.

There is another upgrade to FTE injectors that can add ~35% more fuel rather than the 100% I have now. Honestly, I didnt even want 100%.... 60% was about what I was chasing..... Now I may even have issues because they flow so much a chip is needed to remove fuel.

Looks like I am being commisioned to do a custom build for a customer - HZJ105 for 300whp with a 1HDFTE. Whole box and dice. There will be pics for sure - maybe video too!
 
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what happen if you swap ( me :D ) 6 hole injector in one 1HD-T .. ?

No go... the angle of injector spray will be incorrect. I am looking for an upgrade to the 1HDT. I do have one... but its not enough and I want more holes too (like you say)
 
3000rpm sounds quite low for max power. Are you pushing so much boost your turbo is choking out higher up?
Got room for compounds? Because I love putting ideas in other peoples heads.
 
3000rpm sounds quite low for max power. Are you pushing so much boost your turbo is choking out higher up?
Got room for compounds? Because I love putting ideas in other peoples heads.

Well, I would say yes and no. Its not at its maximum - I simply was at the dyno and helped them out with some tuning and we ran it up for interet sake. It may be a little pushed on turbine side however the real problem is that the injector duration is getting too long and I need to change the nozzels. The ones I got are actually bigger than what I want.... so 35psi here we come.

The spec on their now was installed just to check it. After I designed it, I thought I should know how the on paper calcs meant in the real world.

Also, it still has 169.5kW @ wheels at 3500 which means it is making more power at the crank at 3500 (but not much) than it is at 3000, its just that the drivetrain loss also increases to a greater degree.

Compounds.... lol, not on this engine. Though as I mentioned, a local fellow want me to do a 300whp one for him... these new injectors may end up on his car.....
 
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however the real problem is that the injector duration is getting too long and I need to change the nozzels.
answered my next question.

having a shorter injection duration will lower the egrs? does this only apply to running larger amounts of boost and the fuel to match?
also are these a off the shelf nozzel by zexel or bosch or whoever?

what are your egrs and a/f ratio of your current set-up?
 
Well, I would say yes and no. Its not at its maximum - I simply was at the dyno and helped them out with some tuning and we ran it up for interet sake. It may be a little pushed on turbine side however the real problem is that the injector duration is getting too long and I need to change the nozzels. The ones I got are actually bigger than what I want.... so 35psi here we come.

The spec on their now was installed just to check it. After I designed it, I thought I should know how the on paper calcs meant in the real world.

Also, it still has 169.5kW @ wheels at 3500 which means it is making more power at the crank at 3500 (but not much) than it is at 3000, its just that the drivetrain loss also increases to a greater degree.

Compounds.... lol, not on this engine. Though as I mentioned, a local fellow want me to do a 300whp one for him... these new injectors may end up on his car.....

Very interesting with the drivetrain power loss too. Any concerns about popping an intercooler joint?

To improve injection duration you'll need bigger pump elements. Injector size will only influence it a little with injection line swell. Do you have enough data now to size up injector nozzles?

My modifcations are going backwards. Chasing down a later model vehicle with air suspension. If I get it, my engine bay will change shape completely in the future and current work will become a waste of time.
 
Very interesting with the drivetrain power loss too. Any concerns about popping an intercooler joint?

To improve injection duration you'll need bigger pump elements. Injector size will only influence it a little with injection line swell. Do you have enough data now to size up injector nozzles?

My modifcations are going backwards. Chasing down a later model vehicle with air suspension. If I get it, my engine bay will change shape completely in the future and current work will become a waste of time.

I'm not guarranteing that the new inj will work. Regarding pump/nozzle flow etc; yes I can calculate more of that now. It's empirical though. We will wait and see for the results. I am mostly concerned that the long durations rob BSFC and increase exh opacity.

We need to see a nicely calculated compound setup out of you Dougal... come on ;-)
 
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however the real problem is that the injector duration is getting too long and I need to change the nozzels.
answered my next question.

having a shorter injection duration will lower the egrs? does this only apply to running larger amounts of boost and the fuel to match?
also are these a off the shelf nozzel by zexel or bosch or whoever?

what are your egrs and a/f ratio of your current set-up?

~20:1 AFR's and as for shorter duration; I should have said "I believe the problem now is injector opening is too long rather than it is... Im not sure 100%) I would expect it to lower the EGT's IF there is currently a problem. Otherwise... probably not. I am also worried that the combustion bowl is too small for the bigger injectors.

Regarding where the parts come from, it's not inexpensive R&D exercise, so I won't be spilling the beans on everything. ;-) . I would really like to, but how else can i continue to try and improve products and the user experience if i im not funded to do so even if in a small way? I have an awesome set of products slated for the next 3 years that people will really benefit from. But, I can't do that without time (which means less paid work). If I left it soley as a hobby, not only would most vehicles be obsolete before I got the product out, the range would be limited and the really exciting (high r&d intensive) stuff wouldn't happen at all. The big guys are so top heavy that bringing out niche products won't happen - so if I dont do it, who will other than maybe the odd few enthusiasts? I'm a long way from giving up my day job.... but one day who knows?
While some companies offer gear that is dyno tested, not too many I know of test real world like I do. For example, I tuned my 1HD-FTE so that I was happy in particular with the auto shifts (the 5spd auto can wear clutches out easily if not done right) then towed a Huge load a long way tuning to ensure it could do the business (and not get hot or break and return great economy). I only dynoed for fun when I got back....., so the design brief was real world driving and checking what is required. What is required has a number.... But..... I made sure it did what I wanted first prior to testing on dyno. As you know, when you understand BSFC and drivetrain loss, the dyno figures are just proof to others.
 
We need to see a nicely calculated compound setup out of you Dougal... come on ;-)

Tell me about it. I started this around 2009.
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turbo_compound8.jpg


Still planned. Just life keeps getting in the way.:cheers:
 

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