SpOcK

That's the weirdest part... All the "normal" symptoms seems to be absent. No "mayo", and no seemingly extraordinary smoke from the exhaust. Only weird symptom I've noticed is, that the "breathing outlet" on top of the engine (I have the std air inlet duct thingy removed), has been breathing increasingly (I have not connected that outlet into the intake-side of the turbo as it should be). Before you could hardly see anything coming out of the breather outlet, nowadays it sprays oil mist all over the engine bay... :( Anyone got correct measurements of the std pistons and rods, 'cause I need them to order new ones (Wiseco, JE, etc)? To minimize the time my car has to stay undriveable in the garage, I'd like to order the pistons before it goes "under the hammer". I wouldn't want to order 1 extra std piston and rod, just to take the measurements off of them. And, I wouldn't want to open the engine twice, first, just to take the measurements, and then to out in the new internals...

Hi folks, Already for awhile now, my car's been putting out a CEL on a regular basis, and in addiotion, it runs only on 5 cyls. When cranking engine cold, "choke" is on for awhile and the revs stay at ~1500rpm, you can't notice the rough idle. As soon as the revs get back to the normal idle 600-800rpm, the engine and the car wobbles noticeably, and after a 20-30secs the CEL comes on again. If I let it idle longer, also the TRC light will start to blink. The code's usually been 0301 (cyl.1 misfire), and I've been trying to find out the reason. Spark plugs? No. Changed them, no help. Ignition coil? No. Ordered and fitted, no help. Injector? No. Ohm-metered, fine reading. :duh: Then... Compression test. All other 5 cyls produced ~12bar of compression (= quite normal), while cyl 1 put out only 2bar (at first)!?! Then I poured some oil through the spark plub hole, and tested again, now the reading was ~6bar. So, a little improvement, but still not even near where it should be... :tsktsk: Now, the options are pretty much as follows: - Leaking head gasket - crusted(?) exhaust valves (=not closing completely) - crusted/damaged piston ring - a hole in the piston - any other option? It now seems that whatever the reason causing this is, I still have to open the engine. I've thought it before, and again now, as I'm going to have to open the engine, it would only to be wise to upgrade the internals on the same go. Now I like to know what are my options on that? I know that I can order custom pistons from Wiseco or JE (and also custom rods from JE), but then I would have to send them at least measurements of the std piston, or better yet A std piston. I know that the bore is 75mm as well as the stroke, but I'm pretty confident that that isn't enough for those companies to make my pistons. Other option that comes into my mind is to use the 1G-GTE pistons and rods, and at least the bore and stroke are the same on these two engines. About the rods I don't know. I'd be pleased to hear your opinions and suggestions about what to do. And if anyone has these above mentioned parts lying around, please let me know. But what ever the solution in the end migth be, is smells expensive... Cheers, Sami

Thanks! Be careful what you wish for, I just might... :winky: It has crossed my mind, just have to know when it is, and have to get my holidays arranged accordingly. I just checked my Micrcosoft AutoRoute. From where I live, it would be ~2100km drive to London only... Plus the ferries from Finland to Sweden, from Sweden to Denmark, from Denmark to Germany, and from France to UK... ;) And if, and when, JAE is held somewhere else than London, plus that. So, not something you would do overnight...

Thanks, Dave! Some :hocus-pokus: info there... I'm most grateful!

OK, Thanks mate! :)

Any word of him?

It has a wide band O2-sensor (5-wires) as standard.

Thank's Dave! That would be greatly appreciated! :)

Last time it was dynoed, the output was 287bhp, so the 300bhp barrier isn't that far... :winky: And it isn't the power that would be harmful for the internals, but the torque. As far as the torque doesn't get much higher, the 300bhp shouldn't be a problem. The biggest stress for the internals is at the peak torque rpm, cause that's where the "bang" towards the piston is the hardest. And as usually the peak torque rpm is much lower than the peak power rpm, the torque already starts to fall while the power output is still rising. And as we simultaneosly increase revs, the stress to the internals PER ENGINE REVOLUTION is smaller. Makes sense? I've also read on this forum that this kind of power output figures shouldn't be possible with stock fuel system, stock injectors, stock fuel pump, stock fpr, etc. Also the stock clutch shouldn't take much more than 220-240bhp. I'm still running stock clutch - although I've already purchased Helix clutch (Thanks Dave! ;) ) - and at least for now, it hasn't slipped once. And yes, stand-alone ecu would be answer to my problems, but as I have said before, I need to maintain the factory ecu because of the OBD-II. There still isn't an after market stand-alone ecu, which would include the OBD-II functionalities, and you can't pass the MOT in Finland with out the OBD. :tsktsk:

Anyone with facts? There must be something more to it than just a certain rpm. I think it must be a some sort of combination of rpm, throttle opening %, manifold pressure, etc...? Unfortunately I don't have access to an OBD-II reader... TDI? Matt? Dave?

It may be 3.5k for IS300 (2JG-GE), but as IS200 is completely different engine, does anybody know whether this also applies to our 1G-FE? And that relearning in specific IS my problem. I'm trying to find cure to overcome it. If i could force the std ecu to open loop, then I could do the mapping with eManage...

This is mainly for the guys @ TDI-PLC, but also anyone else in the know, please share your knowledge. Does any one know for FACT, when under what circumstances does the IS200 std ecu run in closed loop and when in open loop? As it's a quite modern engine (at least engine management wise), I wouldn't be surprised if it ran in closed loop all the time. As for a comparison I know for fact that e.g. VAG corporation's 1.8T engine runs in closed loop through out the rev range despite any other circumstance. So IF IS200's ecu ever enters into the open loop, is it dependant of the throttle opening angle, revs, manifold pressure, what else? Is there any specific point that you can pin point, when the ecu enters in the open loop, or does it vary as the VVT-i system varies the cams timing constantly based on various inputs? This would be crusial to know, as I've reserved a time for rolling road next wednesday. I've "upgraded" from eManage "blue" to eManage "Ultimate", and as they don't share the same format in setting files, I have to set it up again from scratch... Someone PLEEEEASE throw me a bone... EDIT: While at the dyno, I'm also trying to push the 300bhp limit...

I've been running this setup for almost a half a year now. Still doing some mapping "on the go" every now and then... But it's getting better all the time :) Just take care of adequate fuelling, and that you don't get detonation!

I've been doing .7 - .75 without any internal mods, just one extra 1000cc injector and a Greddy eManage to rework the fuelling maps. She's pushing nearly 290bhp, and no problems so far... I have a new ecu on it's way, and maybe new internals later. Then I'm looking to push her nearer to 350bhp... Just take good care of the fuelling, and you should do fine.

How could that be?!? What boost are you running on? Doesn't it go lean when under boost? Oh but hey, didn't you have that fuel system upgrade (pump, return line, FPR, etc)? Can you PM the details of your fuel mods, I have to do that too, I guess...

Does it mean that all your fuel and ignition maps are still reading only zero's? If you have done anything to your maps, I would be interested to seem them and compare to mine. Maybe we could still "swap" files and see each others settings, what do you reckon? Cheers!

I'm sure that there's been someone else besides me on the forum, who was using eManage with a turbo installation, right? I wondered if we could join our forces, and swap the setting files... I'm having a slight problem going lean when on higher boost. Someone, anyone?

Yes, it does. An application list can be found on the page...

I found this, and I'm planning to order one. It should be of great benefit at least for those with S/C or T/C... By altering the intake cam opening and adding a little overlap on the lower end, should help with turbo spool up, and also add a little torque. Check out the LINK, and post what you think. (The original page is japanese only, so the link above is already translated with Babelfish.)

...or 280+ hp twin turbo... Mine's turned off all the time, even during the winter and snow. And we get that A LOT here in Finland... I've been about to ask whether someone knows how to make it to be off as default when you first start the car? I already tried my local dealer if they could've done it with that thingy they plug into the obd-port, but no help there...

Please clarify the emphasized portion of your reply a little more! Did you mean to use the Power FC or FCON in piggy-back mode, or as a stand-alone? And how do they correlate with OBD? OBD2 is MANDATORY here in Finland to pass the MOT. I've let myself to believe that there's no such aftermarket ECU which has the OBD "data logging". When I go to MOT, the inspection engineer plugs in his reader, and if there's no OBD2 found, or ANY of the OBD's internal test have failed, the car won't pass the inspection... :tsktsk: So even if it otherwise wouldn't matter to me, because of the inspection it's a MUST to have the OBD.

I already bought a set of larger injectors (440cc), but found out just too late that they are too big for the eManage to handle... It can only handle 1.5 times larger injectors compared to the std ones. There's a setting in Greddy to calculate the correction value for the new injectors, to still maintain good idling. IS' std injectors are 220cc, so 1.5 times that is only 330cc. That makes my new injectors 110cc's too large... The preblem's the injectors not being able to provide enough fuel, but the std ecu's :tsktsk: :tsktsk: :tsktsk: ability to relearn and negate all the changes made with the Greddy. Or any other piggy-back for that matter. How have you handled that? And I know that eManage has been successfully used with MKIV Supra, and I suppose that being also a Toyota, it must have a similar built-in relearning procedure in the std ecu? I've thought about going to stand-alone ecu (Autronic, or similar), but then there's OBD-II. After market ecus don't have that, and without that you can't pass the MoT in Finland. Not always even WITH the OBD-II, but that's a whole another story... EDIT: Oh, the rev limiter. I think I can live with it. At least for now. Otherwise, NOW the car is as it should have left the factory!

As a rule of thumb, when turboing an originally N/A car, if EVERYTHING goes right, you can expect output results following this formula: Used absolute pressure * N/A std output = ideal boosted output So: For N/A car take the current atmospheric pressure (=1bar) + used boost pressure, and multiply it by std bhp. Then you get the output that you can reasonably expect when boosted. And to continue, in my case this means the following: 1.7bar * 155bhp = 263,5bhp That alone would have been an ideal result, provided everything else would have gone also flawlessly. What I got was 287bhp. Using the formula above, I shouldn't have had that result until using .85 of boost! So I gained ~85% improvement in both power and torque, with nearly everything being stock. Go figure that out... :duh:

Price for the internals? PM me if you will... The sub-injector can be (barely) seen on the second picture. It's just left to the last blue silicone hose on top of the throttle body (LHD car!).

I have a full confidence that the guy who dynoed it, knew what he was doing... He's been doing it for quite awhile.