Just found a guy on ebay selling 3 sets. I ordered one
Bolt on turbo kit (30 Viewers)
- Thread starter scottryana
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- Thread starter
- #222
Is there anybody in Denver that has a turbo cruiser that might want to give me a ride. It's a toss up with this and a 5.3 vortex motor or the 454 that's in my garage
A 454? lol, I want to see that just for the cool factor. Although a Turbo will be 1000 times more simple.
I'm in for more boost even if it costs more. I just want reliable. My SC'd Tacoma started out with just the TRD unit, but once you have some boost, you need more. That costs money, but it sure is fun.
My SC Tacoma went through many iterations. Tried 7 injector, didn't like it, started to design a custom intercooler but just couldn't package enough surface area. Ended up with bigger injectors, piggy back computer, smaller pulley for about 9psi and water injection to help with pinging. It was fun, donuts at will on dry pavement with 35's
miss that truck
That being said:
Knowing that this turbo kit will have potential for more is great.
Maybe I can get the 80 a little higher of the ground then!
Knowing that this turbo kit will have potential for more is great.
Maybe I can get the 80 a little higher of the ground then!
- Thread starter
- #228
Hmmmm mock up engine? 
I'm at 8 psi now. UCON just came out from URD for my 2013. It's gonna happen, just a matter of when. Smaller pulley, headers and a new valve body. It's a fun DD.
Scotty, what type of boost are we looking at for the kit. I noticed you mentioned 300+ HP. Will that be at the wheels or estimate at the crank. I really like keeping the stock manifold on, especially for the DIY guys who live in Cali. Especially since they can just pull the piping and turbo and bolt the factory downpipe back on.
Since I'm assuming you are looking for the kit to keep stock injectors. Are you having the kit setup for more lower end power?
What would be the options for a piggyback FMU for the guys who want to go past the factory ECU limits?
You got a lot of people interest. Especially mine, considering a LS swap would be nice. Although turbocharging would be less labor intensive. Considering if your setup would come close to putting down reliable 300 +/- HP to the rear wheels it would be a no brainer.
I already have head studs with the head shaved. Would that be a issue with compression?
I fully trust what you have to say.
Since I'm assuming you are looking for the kit to keep stock injectors. Are you having the kit setup for more lower end power?
What would be the options for a piggyback FMU for the guys who want to go past the factory ECU limits?
You got a lot of people interest. Especially mine, considering a LS swap would be nice. Although turbocharging would be less labor intensive. Considering if your setup would come close to putting down reliable 300 +/- HP to the rear wheels it would be a no brainer.
I already have head studs with the head shaved. Would that be a issue with compression?
I fully trust what you have to say.
Just stabbing at this here, but 300hp would probably be a crank figure since a stock 80 only puts down 120-150 at the wheels. The hardware would easily be capable of 300+whp, but the fuel and computer would not. Nobody has successfully mated a piggyback computer to a turbo fzj as far as I know. To do 300 whp, you'd need stand alone engine management, which will not pass any emissions test that includes an OBD2 readiness scan.
The ability to take it back to stock for emissions testing is one of the major pulls of a "J pipe" configuration. That and the stock manifolds are so much more well designed than anything I've seen aftermarket.
Stock fuel and computer means there is nothing you can really do for low end power. Low end will feel pretty much like a stock 80, mid range will feel strong and top end will pull nicely. My system hit 5-6 psi around 2400-2500 rpm. Just putting around town or off road, it feels like a stock cruiser. This type of setup really shines on the highway.
- Thread starter
- #232
Heckraiser nailed it. I am hoping to for around 6-8psi but we will have to see how the truck reacts.
If the kit is even close to the TRD supercharger it will have a lot of low end, wont it? I understood the stock computer needs a little slower boost onrush, but not that slow, right?
- Thread starter
- #234
No it won't be that slow, with the automatic transmission and the way it comes on you will notice it fairly low.
Did you happens to get yours on the dyno? What is your AFR reading at 8 psi WOT.
I would personally rather buy Ryan's kit if it went into production or at least the J pipe and put something together.
Mine never went above 6psi (wastegate controlled at 5.8psi). When the turbo starts to spool (around 1800rpm) there was some wonky back and forth on the AFR gauge until the computer dropped into closed loop. Once in closed loop (2400 rpm or so), AFR settled into the low 11's, which is about perfect for safety/longevity while still making good oomph. Full boost could come on anywhere between 2200 and 2500 depending on throttle input, load, etc.
I never did get it back on the dyno before my wife put the kaibosh on the whole project, but I am planning out turbo version 2.0 and will definitely put it on the same dyno if that comes to fruition. That is, if this kit doesn't happen first.
IMO, J pipes are the way to go unless you have the resources to build a full-on custom manifold. The treadstone worked for me, but only after much frustration--and even after I worked out the kinks, there were some things I didn't love about it. The hardest part of the whole project is pulling the manifolds off/on and the ability to easily remove all the turbo stuff and take it back to stock would be great for parting/selling or inspections, emissions checks, etc.
I never did get it back on the dyno before my wife put the kaibosh on the whole project, but I am planning out turbo version 2.0 and will definitely put it on the same dyno if that comes to fruition. That is, if this kit doesn't happen first.
IMO, J pipes are the way to go unless you have the resources to build a full-on custom manifold. The treadstone worked for me, but only after much frustration--and even after I worked out the kinks, there were some things I didn't love about it. The hardest part of the whole project is pulling the manifolds off/on and the ability to easily remove all the turbo stuff and take it back to stock would be great for parting/selling or inspections, emissions checks, etc.
I appreciate the concept of a cast manifold but the log style design is just giving away efficiently imho. I have had cummins trucks with that style that were powerful but I still don't get It. A good j pipe or tubular manifold just seems better, especially if it supports a twin scroll turbo, if I understand the concept correctly.
So had anyone here have any experience with the CX racing manifold?
I know heckraiser had some thoughts on it along with others. Has anyone seen them fail without extra bracing. The tubing seems fairly thick. I have a tig and could easily do some suggested bracing.
What would be the rough estimate price point of the J pipe if it was sold individually?
I know heckraiser had some thoughts on it along with others. Has anyone seen them fail without extra bracing. The tubing seems fairly thick. I have a tig and could easily do some suggested bracing.
What would be the rough estimate price point of the J pipe if it was sold individually?
I have their header on my supercharged 80. It is made of thick stainless. I have run it for going on two years now and it is doing great. I don't know if the weight of the turbo would make issues for it, but I doubt it. I did do a bunch of clean up work on the ports because the exhaust ports on the flange for a 1fz-fe are oval and they just weld the round tube to It. There was enough meat there to make a reasonable transition though. I had to cut mine apart and reconfigure it to fit the supercharger but that went fine and doesn't matter to this situation. I have considered buying one myself but for a bit more money I could go with the 6boost manifold instead. That said, 6boost brags about themselves a lot but I have had little luck finding any good data on the 1fz-fe manifold making it tough to justify the $$
