Turbo Kit

much better way to put it. haha glad you went into detail. I didn't want to. haha

 

Not trying to be one of those guys. Just ranting really.

I'm in the camp that admires OE design. OE ECUs are pretty darn good peices of equipment. One of the reason why I'm a piggy advocate is because once you do it/set it up right, you have the advantages of the OE ECU-- good mapping, cold start, hot start, drivability, functional CEL to warn you of things.

That will let you get away with a little bit more.

With the FIC there is no need to get the Port Fueler, it's tuning style is very conducive to running larger primary injectors

Yep, x2. Don't get me wrong though, I get where that camp comes from as far as being realists and such, but some people will only accept a build that is done the way they would do it. Or in my case I have industry and engineering experiance, a few in-house products under my belt, engineers to hit up at work but get hit up on the posts like I asked, "hey I bought this performance chip on ebay, how much hp will I make?" or "I plan on using Doug Thorely headers with my turbo, how much hp will that make?"

I'm still in the situation earlier stated though, I have too many things in the oven right now and don't know when I can put the taco under the knife. I thought getting the kit in would push me some, but I see the kit just collecting dust... I guess some of it may be because I like my taco where it is already. I went faster with my IS300 because it was never scratching the itch...

 

i only say the OEM ECU is a bag of shit because of how horribly it works with FI and allows adjustment, under N/A conditions it works flawlessly...well maybe not flawlessly but pretty damn good. As for the port fueler i want to go that route with fueling because i think ill get better mpg with stock injectors and 6 additional in the port fueler that only come on under boost conditions.

 

the port fueler makes its super easy to tune as well. If i were to turbo tomorrow, what id probably use as well.

 

^^^^^yep^^^^^
Sounded like someone punched the dash every time it shifted! It would always spin under power during the 1-2 and 2-3 shift due to power and lack of traction ie oem suspension, at tires, open diff, ect.....

 

Finding a lack of info on what the OE 5vz is good for, so aiming for around 350hp/tq, so thinking around 12-13psi on the turbo (12psi on the turbo will be denser than 12psi from the S/C, and will lack the ~30hp the S/C robs from the crank).[/QUOTE]

Plenty of info on what 5vz is good for...just look around at what other guys are making with their setups...The trd sc actually takes up to 60-64 hp from crank to make 12psi near redline. It sucks up 30 hp at 12psi around 3k rpm..... 300whp+ and 350wtq+ has been made on trd sc at 12 psi on auto 4x4 truck with full headers exhaust e fan water/meth inj ect... 350 whp/wtq is a safe number to shoot for and will be easy with turbo due to turbo being in the 70% efficiency range vs trd sc in the 30% efficiency range and turbo not taking nearly the power to make boost. Plus add ic to turbo setup and water/meth injection for even more power.
FYI.....Mine made 420whp+ and 500wtq+ on 16psi turbo ic wm inj..... Over 100whp/wtq more than trd sc at 14psi with wm inj full exhaust headers efan ect...

 

Are you saying thats how it shifts now? I want to upgrade my shifts, but not dramatically.

 

I just wish the 5VZ could be only slightly as awesome as the 2JZ

You can't get anything out of our engines unless you have a ton of money and time.

 

what you think a 2jz is any different? idk if you have looked around..but 2jz are pricey, and parts for them are pricey too..haha

 

Yeah, I just envy 2jz owners and there wonderful 320hp factory. The thing with the 5VZ is that your not getting an improvement in power with a just cam or something else. From what I see, the only thing you really can do is add 5-7 psi of boost, or more plus a bunch of internals.

I can't boost mine either because of my ECU and I am broke

 

Sold truck years ago. I told ipt I wanted it to shift hard and would likely be in the 400-500 whp range. Upgraded vb from ipt, general rebuild kit with upgraded clutch packs ect, and modified the accumulators/springs for more power holding and harder shift. Ipt can make it shift however hard/fast you specify.....

 

^^^^^Really^^^^^
You comparing the 5vz na motor to the 2jz turbo motor? Throw turbo and supporting mods on 5vz to help even out the playing field and 5vz now a competitor with 2jz. Heck on oem 5vz with turbo and supporting mods my 02 ex cab I had ran 7.77 sec 1/8th mile.....spinning! This is high 11 to low 12 sec 1/4 mile! 3900lb 4x4 auto truck! N/A 5vz and 2jz = dawg... Turbo 5vz and 2jz = awesome.....

 

Nice, how much it cost? Im gonna give him a call. Dont want a hard shift but something solid.

You see that 500+ 2JZ in the 2nd gen, your 3.4L makes more power under 4k rpms. The 2JZ is a 3.0L engine and turbo lag is a dog with those big singles. The 3.4L is a low grunt engine and I think better for off road trucks than a 2JZ. Xrunner would be a good truck for one of those.

I think the biggest difference between the two is the cast process of the 2JZ. 2JZ block can handle a shit ton of power.

 

you shouldn't have to mess with internals for just 5-7psi of boost.

 

It's awesome that you have those resources available to you man. I really hope you can implement what you want to do.

Is it a 2jz IS300? I really like that car. I think it would be a cool to see a turbo 5vz in it

 

Care to elaborate? How is it different than the 5vz cast iron block? (not doubting you, I just don't know that much about the 2jz)

I would say the biggest difference is the VVT-i on the 2jz... If only the 5vz had it, it would be pretty epic imo.

 

Too much to list but a good read:
http://mkiv.com/faq/newfaq/Engine_&_General_FAQ/Engine by John C.htm

Basically the block was build, from the cast process, for performance.

 

StAndrew: ipt vb upgrade is listed on their site with a price. You have to remove yours, ship to them, then they ship back in a day or two. Truck should be down less than a week but it shifts like it should. No longer sloppy slow feeling.

Regarding the 2jz: Ya it stronger than 5vz. Inline motor with better overall design for performance. Although there are built 5vz's out there in same ballpark as built 2jz's.....

 

Hey so does anyone know the difference between the MAP ECU 2 and 3, im looking at getting one of them once i save up and put a turbo on my taco to control the 6 additional injectors from the URD port fueler and timing and AFR's. And the ECU 2 can be had for almost 300 cheaper than the 3. Also am i correct in assuming the AEM FIC cant control 6 additional injectors? i keep finding contradicting information on the internet as usual. Im not sure which way to go 6 new higher capacity injectors or 6 additional injectors via the port fueler and which would be easier to tune ahhhh so many decisions! Also do all 3 need an additional AFR module to adjust the AFR im 90% sure the MAP ecu 2/3 does but i am not sure on the AEM FIC?

 

Ive heard bult 5VZ up to 900 but Ive never seen then in the 1200-1500+ HP range of the 2JZ. Its bore/stroke (95/83) is more torque freindly than HP freindly, unlike the 86/86 bore stroke of the 2JZ. Either way, both great engines .