turbo build

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Kelly/akarilo,
did you megasquirt that 4runner? wading through the megasquirt info, it looks like it takes over completely from the Toyota ecu. if you did it, do you have a post anywhere on the job and how hard was it to wire up? are there any downsides? I'm thinking this could make forced induction more attractive for a pre obd2 80 series which would be technically similar to your 90 4runner.
 
Megasquirt

I did not do the Mega on the runner. I only did the fpr and Pierburg pump. I actually purchased a Megasquirt for my Volvo 740 Turbo wagon but got busy and never installed it. I did tons of research, and it looks like the way to go and it's really price friendly. The wiring install is cake. After you come up with a base map, (plenty floating around on the net), you can just fine tune it to your liking. I suggest wideband though; a $50 a/f ratio meter is not enough to trust considering the cost of an engine rebuild.
I will eventually turbo my 62 and the megasquirt might be the way to go for this project.
I think I'll see how the exhaust manifold goes and then maybe make a go of that project.
 
Mega

http://www.turbobricks.com is a great source for Megasquirt info. Alot of guys on there have used it on their Volvos. You can have it control the timing as well which would essentially makes it a full "stand alone".
 
Cool build-up dusty. Nice to see someone asking questions, then tackling the bull by the horns and actually producing something.

Just a FYI, I would not go with a rising rate regulator. The truck is probably going to run really rich and WOT. We have a customer with a 93 truck and supercharger. We did the rising rate regulator and better fuel pump. It stopped it from pinging but ran really rich.

When we pulled the supercharger and installed the turbo kit, we used the extra injectors and a SMT6 to tune the truck. Much better results. PerfectPower has a new computer as well that has a bunch of nice features, including the ability to learn. Might want to look into that.
 
Dusty,
It's been a couple weeks since I read this whole thread, so sorry if this was already covered. Did you use the stock MAF as a blow-thru (post turbo) or keep in in the intake pre-turbo? I think I remembered the pictures showed it setup as blow thru. Any problems with this? Some MAF can be sensitive to being pressurized like that. The relatively low boost probably helps this. Just curious. You really need to get a wideband O2 on there and datalog to see where you're at with fuel. That's the only accurate way to know how the ecu and fuel system are reacting to you boosting under load.

I'm assuming that Toyota used Denso injectors in the 80. If you step up to full fuel control, you can look at injectors available for other Toyota applications (such as Supra, Celica, MR2) and see if any will fit into the stock 80 fuel rail. They are available in various flows and high or low impedence. That might be cleaner than adding extra injectors, water injection, etc.
Good luck!

-Tim
 
Tim
I used the stock MAF in the intake (not blow through).

Slee
I really appreciate your comment-I believe this is the first time I have seen on this forum someone who has actually ran the rising rate regulator. I will hold off the rising rate regulator. I will get the supra pump. I have not heard any pinging yet and I am sensitive to the sound as I have heard it before on this truck. I would like to maximize the hp available from my motor without boosting any higher than Im at now (7psi). The way to do this by tuning fuel and spark delivery. I like the stuff by http://www.perfectpower.com/ such as their biggy back systems (smt6) and stand alone computers. But the simplicity and history of the unichip makes it appealing. Christo, is the smt6 install a multi banana job-did you have to pioneer the application for the 1fzfe? Is there a map prepared that anyone can have? Also, what has been your experience with the unichip? Didn't you use a dyno to tune the smt6 anyway?
Dusty
 
Dusty said:
Tim
I used the stock MAF in the intake (not blow through).

Slee
I really appreciate your comment-I believe this is the first time I have seen on this forum someone who has actually ran the rising rate regulator. I will hold off the rising rate regulator. I will get the supra pump. I have not heard any pinging yet and I am sensitive to the sound as I have heard it before on this truck. I would like to maximize the hp available from my motor without boosting any higher than Im at now (7psi). The way to do this by tuning fuel and spark delivery. I like the stuff by http://www.perfectpower.com/ such as their biggy back systems (smt6) and stand alone computers. But the simplicity and history of the unichip makes it appealing. Christo, is the smt6 install a multi banana job-did you have to pioneer the application for the 1fzfe? Is there a map prepared that anyone can have? Also, what has been your experience with the unichip? Didn't you use a dyno to tune the smt6 anyway?
Dusty
Click to expand...


Dusty, if you really wanta UniChip, I've got one new never used original unichip that I would sell since I'll never install it. My understanding though, just so you know, is that there were some reliability problems with unichips getting hot and stalling the vehicle until they cooled off. If you can avoid that problem (say perhaps mounting it outside the vehicle :flipoff2: ), and with your tuning skills and some time on the tools (either a dyno or just using the EGT and A/F Gauges) you could add even more power and predictability. Just a thought. I'd love to run around against your rig and see how the two turbos respond differently! :cool: Super cool stuff!!! :cheers: :cheers: :cheers:
 
FYI,
I ran across the Turbonetics cast manifold for the 1FZFE for $615 at Horsepowerfreaks.com. I'm sure other sources could be found. Chris Bergemann at HPF is a good guy and might be able to provide us with more details or pics if anyone is interested.

The Turbonetics cast manifold for the Supra uses a two bolt wastegate flange for use with a small Deltagate and I'm guessing this one uses the same. This small wastegate causes boost creep in the supra application because of higher boost pressures and not enough flow thru the wastegate. Should be fine in this low boost application.

edit - Turbonetics website shows wastegate flange type for almost all their manifolds. But of course not for 1FZFE application.
 
Dusty said:
I really appreciate your comment-I believe this is the first time I have been on this forum someone who has actually ran the rising rate regulator. I will hold off the rising rate regulator. I will get the supra pump. I have not heard any pinging yet and I am sensitive to the sound as I have heard it before on this truck. I would like to maximize the hp available from my motor without boosting any higher than Im at now (7psi). The way to do this by tuning fuel and spark delivery. I like the stuff by http://www.perfectpower.com/ such as their biggy back systems (smt6) and stand alone computers. But the simplicity and history of the unichip makes it appealing. Christo, is the smt6 install a multi banana job-did you have to pioneer the application for the 1fzfe? Is there a map prepared that anyone can have? Also, what has been your experience with the unichip? Didn't you use a dyno to tune the smt6 anyway?
Dusty
Click to expand...

I would not go the old Unichip route unless you have the programming software. Once you have the SMT dialed in, then you just leave it alone. Install is pretty easy. Essentially Tap some wires and intercept some wires. We also installed a AEM wideband http://store.summitracing.com/egnsearch.asp?N=400407+308464&autoview=sku into the truck.

On the 93 truck we could not get it to work correctly with the timing. We are still working on that. The incoming voltage and outgoing voltage ranges were not the same and the truck did not like that. It could be that it was a problem with the SMTP6 and resolved in SMTP7. That said, we did not really need to retard timing at the boost levels we were running. On my 02 100 series we adjust both timing and drive the injectors. Here we did need to retard the timing to stop it from pinging.

As for pinging, you will not hear it easily. We have a set of Chassis Ears with a knock sensor attached to it. You then clamp this to the motor and drive it. You will hear things that you never knew was there.

The unit comes with software that allows setting up a fuel map. Pretty easy. Once you have it dialed in with some road testing and tuning, take to a dyno and confirm. I have the fuel curves from the supercharger (with rinsing rate regulator) and the turbo at the shop. I can post them if you want them.

Another data point is that the mileage on that truck was 10mpg with supercharger and rising rate regulator and now it is 13mpg, with 70 extra wheel horsepower. Shows you it was using way to much fuel.
 
Bruneti

I believe that manifold is the same one MAF is using on their kit-note they have an external gate. http://www.horsepowerfreaks.com/price/Toyota/Landcruiser/Turbonetics/Exhaust/Exhaust_Manifolds
I havn't experienced creep yet but havn't had the rpms up high.

Christo
I would love to see those fuel curves if its not too much trouble for you. Perhaps the smt6 issue with the timing wont be present on the 95-97 cruisers and their obdII ECU's.
I'm a little bummed to think my motor may be pinging without me knowing it.
Christo I have read good things about the unichip on overlander magazine http://www.overlander.com.au/equipment/index.php?id=44 I have searched the net and can find no places that tune the unichip-all the links are for plug and play only. http://www.schatzandkrum.com/mambo/index.php?option=com_content&task=view&id=31&Itemid=41 http://www.titanmotorsports.com/tolacr.html Do you know of someplace that tunes the unichip? What would it take to get the softwear? I immagine this isn't a "free download"
 
Dusty, here is the plot of the fuel curves.

We fitted a couple of Safari turbo's and we did not install the Unichips. Some of the older chips died due to overheating of the electronics in the chip. This would leave you stranded. The new Unichips that are currently sold are not the same thing as the older units.

I think if you want tuning, then the SMT is a better choice.
fuel_curve.webp
 
thanks Christo
the rising regulator is drowning the motor. nice. Im looking into smt6 and megasquirt

Just got back yesterday from cali. drove strait through again on hwy 40 at about 83mph. best tank was 14.5 mpg. worst tank into headwind 12.8. Thi is a little worse than I usually get but I was not carefull at all with the right foot. Total trip was 3,300 miles from pueblo co to cali and the siera nevadas and southern Ca and back to co. turbo ran great
CIMG0569.webp
CIMG0571.webp
 
I spent a couple hours at the sts shop in Orem utah last year. I asked if they would do a custom instal in an 80 series (no kits for it of course) and they said they would if the truck was left for a couple weeks. The craftsmanship of their system if good but I would much rather have the AVO job Mr. Slee sells. If you did get the STS turbo it would easily fit where the spare is now. It would get all wet. I am amazed the sts turbo system doesn't crack the turbine when they splash through water. Perhaps their is not an offroad deficit with this design-just make some body armour for your turbo and make sure you move the air intake out from under the truck.
Having done a lot of hunting I would be afraid to drive a truck in dry weeds that had a very hot chunk of steel sitting a couple feet above the ground.
 
a tailpipe mounted turbo would be cooler than the same turbo hanging off an exhaust manifold......

but would it be the same temp as your muffler?


even with an STS the biggest fire hazzard in tall grass would still be the cat. conv. - right?


water? lemme think about that a bit
 
Heat is an important part of a turbo's turbine side. It contributes thermal efficiency and therefore energy to turn the turbine. The further away the turbo is from the heat source (exhaust manifold) the cooler the exhaust gasses and the lower the velocity.
 
scott I gave the same argument to the guys installing at STS. They argued convincingly that proper turbine selection could compensate for the cooler gasses. I believe they are correct and their product proves it. Although I don't know what turbos they are runing in their applications I would immage they are simply running smaller turbines than would be used if the turbo was closer to the block. Basically a given engine probably acts as a smaller displaced motor, as far as exhaust gasses are concerned, when exhaust gasses are allowed to cool before hitting the turbine-the total volume of exhaust molecules are the same whether at manifold or tail pipe but those molecules have more energy to spin a turbine when they are hot. Maximum boost is likely limited by such engineering but we arn't running that much boost anyway. for our block mouted turbo application a t3/t4 hybrid is likely too small but I'll bet a t3/t4 would be well suited for a tailpipe turbo on our truck.

good points about about a tail mounted turbo. Perhaps it doesn't get as hot down there
 
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