Who is going to turbo/supercharge there 2.7l?

Yes I think pretty much every last modern turbo car has an intercooler, anymore if you're not intercooled you're doing it wrong. Also not to nitpick but I said the Fiesta 1.0, which is different from the Fiesta ST, the 1.0 is a 3 banger turbo with a downright miniature block intended for hypermiling, the ST is a 1.5 (I think?) for giggles and hot hatch showdowns.

It's a complex beast to tune turbo cars, but since we're not running early 90's tech maps with like, 8x8 resolution in their spark and fuel load tables, we've opened up some freedom to work around various octanes.
Also I'm pretty sure injector tech has made some big leaps as far as being able to flow a lot of fuel when needed, but also run reliably at really low duty cycles for smooth idle and fuel economy.

Regardless, I'm looking forward to seeing that LCE turbo kit.

 

@KirkRio got the oz boost kit and replaced everything but the manifold, i think @dirtdigginjoe contacted the maker of the mani and is getting one shipped to him for ~$400 and seems like he is in decent communications and might be able to get a "bulk order" if enough interest is shown.

 

All this turbo talk makes me lust after a nice simple 2JZ swap...


The axle wrap would be epic

 

"Simple" LOL

 

Why does URD recommend 93 octane and to not go into boost when you have less than a 1/4 tank?
Both those things have me like well fuck that then... I never fill up before the light comes on but more importantly I wouldn't want to search around for 93

 

Trd also recommends (requires i suppose if warranty is in) 93 on their SC fwiw. I dont get the less than 1/4 tank, but no need to risk a knock so the 93 is a nice cyoa for toyota

 

So the new Raptor has a compression ratio of 10.5:1 and can run on 87 pump gas. That's because of decent knock sensors and direct/multi port injection (will of course make more power on 91+)

Most superchargers-for Toyotas anyway- use an extra injector and I think with that you're gonna have to run premium gas pretty much because they aren't direct injection.
That said the 2trfe only has 9.6:1 and maybe a little bit higher on the newer 2016+ versions.
I think having the POSSIBILITY to run 87 without blowing up your motor would be nice but if spending all that dough for boost it makes no sense to stick with 87

 

700 from a guy in thailand? Whats his name?

Im on the 2tr Thailand FB and haven't seen anyone with those kind of numbers yet?

 

Ya 2016+ 2TR is 10.5:1, which is why I keep throwing that number around. Good point on direct injection, it makes a big difference as far as anti-knock performance.

5th injectors always struck me as a lazy band-aid compared to running properly sized injectors, but I guess cost is also a thing. Plus not every fat honking injector can support a proper idle, if you're really pushing it.

I guess ultimately the best "daily livable" tune should be for 91, that way you're pulling down more performance but you're not panicking trying to scrounge for 93 when no one has it.

Dunno off hand, all I remember is seeing a massive custom intake manifold and a dyno that was like 698 or something. Maybe it was New Zealand or some other place where they play with 2TRs more than the US.
Can you blame me for closing it quickly because I wanted to save my wallet?

 

Does the extra injector cool the intake manifold?

 

What are you going to do for crank case ventilation?

 

catch can vent to atm?

 

Hmm, PCV = Positive crank case ventilation. The intake manifold is the source of the "positive" suction so if you vent to atmosphere you lose that and it will only vent when the crank case pressure rises enough from heat and blow by. Not sure if that alone could create issues...
But it would also register as an unmetered air leak I would think

 

Thats how mine is and it still vents plenty from the heat i guess

 

So where's your MAF and how does fresh air enter your valve cover?

 

The output of my catch can, will route to the intake tube for the turbo. That will create the vacuum enough to keep flow

 

my maf is post turbo, IC, BOV and pre TB obviously. I have both pcv (4.0) t'd together and then run to the catch can, and a 9mm filter (or what ever the little size filters are like the ones people use on the 2012+ 4.0 for the air pump emissions junk that's on em). how would the pcv normally get fresh air? the pcv valve should be 1 way if its working correctly afaik

 

Diagram on 2trfe:
12262 is the entry of air into the valve cover, I suppose it could be replaced with a filter.
Call me a tree hugger but venting PCV to atmosphere even with catch can is pollution and I won't do it. (It would also fail inspection in CA)
My plan for the supercharger install (whenever that may materialize) is to add a catch can somewhere along arrow A. I'm am unsure of what all that crap labeled C and D in box 12229 is. Does anybody know?
So the cautious approach would be to just interrupt hose #12261 with a catch can but still hook up hose #12263 to the intake port on the supercharger.
Or can I safely go from the catch can to the intake port and bypass all that jazz labeled C and D?

 

You'd be in for a surprise if you popped C or D's hoses off. It's a coolant passage for the throttle body.

I still haven't figured out whether or not it is easier to put the can on B or A. Using A straight off the PCV would require your plumbing to make a 90 degree turn pretty quickly, and if your can was on the driver's side it would have to make a 180 turn on the return.

On the flip side, B would be much easier to route hoses to on the driver's side, but if you've looked at where those hoses are they are a ballbuster to actually get to for install.

Mixing A and B (hose off PCB, return into intake mani) would be the worst of both worlds.

 

Wtf? A coolant passage for the TB? What does coolant have to do with the PCV system? It must be a closed loop then otherwise you'd be mixing oil and coolant. Maybe it's adjoining to cool the air before it re-enters the manifold? If so the catch can would serve the same purpose so it should be fine to go A -> catch can -> manifold