I found some 646cc 11mm, high impedance injectors I am probably going to use. I wanted something a little smaller but we will have to see.
Builds DIY FJZ80 Low Budget Turbo Build
- Thread starter lilevo
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Actually the ones you found might be great with a little higher fuel pressure, thanks!
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- #283
Yeah, the 450s with a bigger MAF are the ticket. They should almost even themselves out.
When I get them in I will post back what the fuel trims are so we can see what kind of match they are with the increased airflow. Should be this Friday or Saturday.
When I get them in I will post back what the fuel trims are so we can see what kind of match they are with the increased airflow. Should be this Friday or Saturday.
Dumb question, but would this "larger MAF" work well with the TRd supercharger? I was thinking about getting the smaller pulley.
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- #285
The 3.5" maf would not without some type of fuel control.
It takes in too much air and the ecu is adding more fuel than it should to compensate. You would get a too lean CEL.
The 3" might fare better, but I can't say for sure.
If you add bigger injectors along with a bigger maf you might be fine because with more air you are injecting more fuel. I will figure that out this weekend.
It takes in too much air and the ecu is adding more fuel than it should to compensate. You would get a too lean CEL.
The 3" might fare better, but I can't say for sure.
If you add bigger injectors along with a bigger maf you might be fine because with more air you are injecting more fuel. I will figure that out this weekend.
Problem with the supercharger and small pulley is hot intake air, post compression, without an intercooler.
Thanks... hijack off
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- #288
New injectors did the trick. All perfect now.
Here are some emission delete pictures.
Here are some emission delete pictures.
Sure looks cleaner without the emissions crap. CEL codes going crazy?
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- #290
No cels at all. Only one you could get is the egr temp and that is squared away with a 10k ohm resistor.
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- #291
Wow. What a change.
The factory injectors are no good for my setup. Totally maxxed out.
I went from 12-14 afr on the stock injectors (while in open loop, full boost, WOT) to 10.0 and maybe richer (richest my gauge reads) while in full boost in all gears.
I never went over 4000RPM in 2nd gear on the stock injectors because that was right when I started to hear knock and didn't like the lean readings at all.
Long term trims with the 3.5" maf and 450s are -12.5. That might be ok and not triggers any cels but you would still need some way to lean the thing out at full boost. It is still very driveable at wide open throttle, but you will probably waste fuel and loose a few horsepower as opposed to being able to tune and run a littler leaner. I'm very impressed with these Denso 450s.
Short term trims are right around zero to +3.
I updated page one of this thread with important part numbers and such.
I also ordered an AEM F/IC 8 and will be installing that hopefully this weekend. Next stop after that, the DYNO!!
The factory injectors are no good for my setup. Totally maxxed out.
I went from 12-14 afr on the stock injectors (while in open loop, full boost, WOT) to 10.0 and maybe richer (richest my gauge reads) while in full boost in all gears.
I never went over 4000RPM in 2nd gear on the stock injectors because that was right when I started to hear knock and didn't like the lean readings at all.
Long term trims with the 3.5" maf and 450s are -12.5. That might be ok and not triggers any cels but you would still need some way to lean the thing out at full boost. It is still very driveable at wide open throttle, but you will probably waste fuel and loose a few horsepower as opposed to being able to tune and run a littler leaner. I'm very impressed with these Denso 450s.
Short term trims are right around zero to +3.
I updated page one of this thread with important part numbers and such.
I also ordered an AEM F/IC 8 and will be installing that hopefully this weekend. Next stop after that, the DYNO!!
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So current setup is stock computer, O2 modulator , larger MAF housing and larger injectors, with a simple resistor wired for EGR?
Larger MAF and injectors don't surprise me and the O2 modulator keeping the car richer than 14.7 is also not surprising, but the single resistor surprises me for the EGR. I would have thought you would either get a not enough flow or too much flow warning since you're only satisfying one condition.
Are you going to try and tune the larger injector pulse width to get a better AFR or just stay with the overly rich stock open loop?
Larger MAF and injectors don't surprise me and the O2 modulator keeping the car richer than 14.7 is also not surprising, but the single resistor surprises me for the EGR. I would have thought you would either get a not enough flow or too much flow warning since you're only satisfying one condition.
Are you going to try and tune the larger injector pulse width to get a better AFR or just stay with the overly rich stock open loop?
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- #293
I will definitely be leaning out the open loop and shooting for around 10.7 -10.9 afr. The closed loop seems to be perfect as is with no tuning needed.
If I happen to get a too rich condition in closed loop I can always tweak the closed loop cells to make the short and long terms happy and in-check with what the ecu wants.
I'm not sure what the 10k resistor does on the egr temp sender, but I've been told many times thats the ticket for beating the egr code on most all Lexus and Toyota cars.
Maybe that just holds the system somehow since obd2 reports "not ready" for egr. There's a big thread on that somewhere on here.
If I happen to get a too rich condition in closed loop I can always tweak the closed loop cells to make the short and long terms happy and in-check with what the ecu wants.
I'm not sure what the 10k resistor does on the egr temp sender, but I've been told many times thats the ticket for beating the egr code on most all Lexus and Toyota cars.
Maybe that just holds the system somehow since obd2 reports "not ready" for egr. There's a big thread on that somewhere on here.
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- Thread starter
- #294
Ideally the stock computer is fine, but you will either need a URD fuel timing controller for $435, AEM F/IC 6 ($400ish) or AEM F/IC 8 ($525ish). The 8 has more features than the 6.
All three options have the O2 manipulator built in. The AEM actually has full O2 output control at every load point. This is awesome because you can basically trick the ECU at any RPM or load point you want instead of the set boost number that the UDR unit has. Helpful again, because different RPM points, MPH, and boost levels are very fluid.
I'd like to have control over the O2 manipulation on freeway driving, higher RPM when going into boost is very easy and quick and have a different trigger point when just cruising around and rolling into boost. Two very different scenarios.
The UDR unit is definitely for the guy that's not very tech or tuning savvy. It's very easy to setup, get running, and just forget about it, drive, and have fun with the truck. (And I have one for sale
I already bought an FI/C 8 it's been waiting a week and a half while the rest of my parts show up.
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- #296
I just got one too so I'll be able to help you tune and tweak
Nice!
With that negative fuel trim I would get the 4" MAF tube. That will get the LTFT back in the positive and push the WOT rich further out in the RPM band.
But it might also have you in closed loop during boost which means running an AFR of 14.7. So run an O2 manipulator to trick the ECU into running an AFR of 12.3 or more during closed loop.
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- #299
Transgo reprogram kit installed. More details, video, and a full write up later..
Let us know how you like the Transgo kit, how it shifts, predictability of shifts, etc... I'm very curious and may want to experiment with it at some point after we finish up some turbo builds.Transgo reprogram kit installed. More details, video, and a full write up later..
