ARCHIVE 100-series Performance Intake System (1 Viewer)

[NKP Garage]

That'a actually true in a non-flexible way.

Toyota ECU's are setup to work in various environments and fuel conditions by defaulting to pouring fuel into the mix--whatever that fuel might be.

That is pretty much the default for their truck and SUV applications--esp. the LC flash on the ECU.

It's been the same for a very long time...

You worded it more accurately than I rich is reliable. There are ways to lean it out, but the gains to be had from running leaner are minimal without also adjusting timing.

 

[lesgarten]

That'a actually true in a non-flexible way.

Toyota ECU's are setup to work in various environments and fuel conditions by defaulting to pouring fuel into the mix--whatever that fuel might be.

That is pretty much the default for their truck and SUV applications--esp. the LC flash on the ECU.

It's been the same for a very long time...

That answers my question, thanx!

I guess if economy was a big concern, you wouldn't have bought a LC/LX!

It also means it should handle these mods without going lean.

 

[bknblk]

Glad to see this intake coming to market soon Just a couple of questions...

What is the surface area of the filter and reference surface sizes of the stock flat vs K&N conical, Airaid, etc.?

Will this setup offer any advantage over the similar K&N system?

Can't wait to see he data especially when paired with the exhaust gains

 

[3D FJ]

This intake is not snorkel compatible. If there's enough interest for at least 10 kits we can build a snorkel compatible version for you guys as well.

If you make something like the TRD CAI that they made for the FJC it would work. I would be in. If you make it, it will be bought.

 

[Layonnn]

Why did y'all decide to go with a more open design for the filter (similar to the K&N) vs a boxed filter design (stock)?

Boxed in would also be compatible with snorkels.

 

[sleeoffroad]

The ECU has a few main fuel and ignition maps, and also has a few trim maps based on coolant temp, knock sensor inputs, air temps, and O2 sensor readings. The factory ECU also has other parts of the map that are setup from the factory for boosted applications such as a supercharger.

Care to expand on this supercharger map in the ECU?

 

[NKP Garage]

Care to expand on this supercharger map in the ECU?

I was referring to most Toyota ECUs in general. My mistake, the proper way to word that would.have been "several even have sections of the map setup for forced induction".

 

[sleeoffroad]

I was referring to most Toyota ECUs in general. My mistake, the proper way to word that would.have been "several even have sections of the map setup for forced induction".

We have never heard of that. I assume factory forced inductions cars have maps to cover that, but the ECU does not know about forced induction. It know about how much air goes past the MAF, but I am pretty sure a 100 series ECU does not know if it goes into "boost".

The question is if the MAP expands enough to cover positive pressure and what they do with that.

 

[NKP Garage]

We have never heard of that. I assume factory forced inductions cars have maps to cover that, but the ECU does not know about forced induction. It know about how much air goes past the MAF, but I am pretty sure a 100 series ECU does not know if it goes into "boost".

The question is if the MAP expands enough to cover positive pressure and what they do with that.

The ecu doesn't care about boost pressure on a MAF setup. Even forced induction engines that use a MAF instead of a map sensor don't care about boost pressure. All it cares about is load versus rpm. Load is determined mainly by the amount of air entering the engine. In the case of a MAF setup such as the UZJ100 the load is measured using air flow and trimmed by air temp. If you add forced induction to a MAF engine that has sections of the ecu ignition and fueling maps setup for it already the extra air entering is measured by the MAF and the correct part of the ignition and fuel maps is used. The earlier 1uzfe ecus, the later usdm 1fzfe ecu, and several other Toyota ecus have extended maps that are setup for more airflow (ie forced induction).

The beauty of a MAF over a MAP setup is that changes to to the engine VE are easily compensated for because actual air flow I'd being measured, instead of calculating airflow based on pressure/temp. And if the ecu is already mapped for more airflow adding more power can sometimes mean just bolting on new parts. With the UZJ100 adding bolt on modifications such as headers, exhaust, intake, intake manifold, throttle body can be done without messing with the ecu maps or tuning.

 

[sleeoffroad]

If you add forced induction to a MAF engine that has sections of the ecu ignition and fueling maps setup for it already the extra air entering is measured by the MAF and the correct part of the ignition and fuel maps is used. The earlier 1uzfe ecus, the later usdm 1fzfe ecu, and several other Toyota ecus have extended maps that are setup for more airflow (ie forced induction).

I am more interested to know where this info comes from? Experiments, Toyota docs? And how do you know the 2UZFE ECU does this? When we did the turbo 100, it would not give enough fuel to make it work, so we had no evidence that the ECU knew how to deal with the boosted air. Yes, minor changes to exhaust and intakes will be accommodated for, provided the intake is not altered so the MAF is out of calibration.

 

[lesgarten]

provided the intake is not altered so the MAF is out of calibration.

Of course this made me want to ask this question about this intake mod.

Does this intake mod affect the MAF calibration. It would seem that it would have to?

 

[NKP Garage]

I am more interested to know where this info comes from? Experiments, Toyota docs? And how do you know the 2UZFE ECU does this? When we did the turbo 100, it would not give enough fuel to make it work, so we had no evidence that the ECU knew how to deal with the boosted air. Yes, minor changes to exhaust and intakes will be accommodated for, provided the intake is not altered so the MAF is out of calibration.

I was referring to most Toyota ECUs in general. My mistake, the proper way to word that would.have been "several even have sections of the map setup for forced induction".

The earlier 1uzfe ecus, the later usdm 1fzfe ecu, and several other Toyota ecus have extended maps that are setup for more airflow (ie forced induction).

The beauty of a MAF over a MAP setup is that changes to to the engine VE are easily compensated for because actual air flow I'd being measured, instead of calculating airflow based on pressure/temp. And if the ecu is already mapped for more airflow adding more power can sometimes mean just bolting on new parts. With the UZJ100 adding bolt on modifications such as headers, exhaust, intake, intake manifold, throttle body can be done without messing with the ecu maps or tuning.

Maybe I worded my response incorrectly to get my point across. Sometimes it's difficult getting the message across on forums effectively. I was referring to other Toyota ECU's, responding in a general sense. I didnt' mean specifically that the 2UZFE that is in the 100 series is capable of handling forced induction on the factory ECU, but that some Toyota's ECU's are capable of it. Mainly what I was trying to get across is that they are mapped to be able to handle changes without going bonkers as long as you play within the limitations of the stock fuel system.

 

[NKP Garage]

Of course this made me want to ask this question about this intake mod.

Does this intake mod affect the MAF calibration. It would seem that it would have to?

No changes to the MAF on this intake system. It reads the same as stock.

 

[sleeoffroad]

Of course this made me want to ask this question about this intake mod.

Does this intake mod affect the MAF calibration. It would seem that it would have to?

The sensors is designed to fit in a specific diameter tube (IE, cross section of area). So if cross section is the same, it is OK. The OE tube is not a simple circle, but there is a flat spot on it where the sensor sits that takes area away. So if that is duplicated, it is OK. Easiest indication is to check fuel trims at idle. If they are way off, then the tube size has been changed from stock.

 

[sleeoffroad]

Mainly what I was trying to get across is that they are mapped to be able to handle changes without going bonkers as long as you play within the limitations of the stock fuel system.

Add to that staying within the stock parameters of all the other sensors that contribute to the fuel calculation. We have a big discussion on the 80 series side on the LT MAF some time ago. That is why I was asking how did you know the ECU can deal with more air. Yes, the maps are broader than the expected sensor inputs, but I have never been able to get info on how much broader and at what point does it just "saturate" and add more fuel.

 

[NKP Garage]

Add to that staying within the stock parameters of all the other sensors that contribute to the fuel calculation. We have a big discussion on the 80 series side on the LT MAF some time ago. That is why I was asking how did you know the ECU can deal with more air. Yes, the maps are broader than the expected sensor inputs, but I have never been able to get info on how much broader and at what point does it just "saturate" and add more fuel.

I am one of those people that is completely against "tuning" via MAF/AFM modification by changing housing diameter or type of sensor, MAF/AFM signal modification by using an SAFC or other "fuel controllers", or pre-cat O2 sensor signal modification. What people don't pay attention to when doing modifications such as those is that you are changing the load point on BOTH your ignition and fuel maps. Sure you have leaned out your fuel trim and are running closer to what you think is "ideal" air fuel ratios, but you have also changed your point on the ignition map and are running incorrect timing values for the actual load point you are at. On naturally aspirates setups the consequences of doing such a modification are usually not as easily seen because you are dealing with much lower load and less risk of detonation. On a forced induction setup those sorts of modifications will get you a blown motor fairly quickly.

The sensors is designed to fit in a specific diameter tube (IE, cross section of area). So if cross section is the same, it is OK. The OE tube is not a simple circle, but there is a flat spot on it where the sensor sits that takes area away. So if that is duplicated, it is OK. Easiest indication is to check fuel trims at idle. If they are way off, then the tube size has been changed from stock.

Correct, the MAF will read like stock when using this intake. We can post some AFR graphs once we have time to do more testing on this one for you guys.

 

[04UZJ100]

We'll see what the dynos say.

 

[NKP Garage]

We'll see what the dynos say.

Yessir

 

[Redcrayon]

Are there any updates with this system?

Thank you

 

[NKP Garage]

We're about 6 weeks away from being able to start taking orders and shipping for the EMSPowered 100-series Performance Intake systems.