Re: Standard 1G-GTE Dyno.
Nathan,
What you have listed there looks to be along the same lines as my theories on letting the engine breath. If it were me I would deffinatly be sorting your intake restrictions - Steps 1 to 5 are low cost and just make good sence.
Step 6 also makes sence but you could do it as a second stage of improvement. My current dump pipes fist 6" is only 2 1/4" whick Is why I am going for the twin dumps.
Step 7 - Additional Dyno time is never a bad thing and really is the key to evaluating any modification.
Looks to me like a perfect attack plan. I'll be keen as to see how it goes.
1971 2T-B Celica TA22 ST.
1973 2T-G Celica TA22, aka "The Unicorn".
1975 2T-G Celica TA27 GT
1976 2T-G Celica TA23, aka "The Colonel".
1985 3F Auto FJ62 Landcruiser
1989 7M-GTE MA70 Supra, aka "The Poopra"
History: Rods Classic Celica Sampler thread.
Re: Standard 1G-GTE Dyno.
Do you really think there would be much benefit to opening up the inlet like you did with the 3" pipe? Currently, I use an accordion hose with wire in it. I removed wire from the last section which allowed me to clamp it onto the factory alloy "splitter".
Teh UZA80 - Project Century - Remotely p00'd by association
Re: Standard 1G-GTE Dyno.
All worth while points Nathan, Have you had your injectors cleaned.. I know it seems obvious but thought I ask. The only restriction I know of in the stock 1G is the cooler piping sections and if you have something similar to the stock z20 I think this will definitely yield benefits.
I also ported the piping where it bolts to the compressor. I measured it with a vernier and found that my Blitz turbos were bigger then the opening on stock piping. Again this ain't much maybe a millimetre radius but every bit helps.
Changing to bigger gen 3 turbo piping i think will make a significant difference.
How is your timing set up, this is one area where there can be heaps of potential hidden.
Check your thermostat, and cooling system even if the car doesn’t heat up.
Have your intercooler pressure tested, see if it’s efficient as you think.
Troubleshooting is a pain in the ass and cost are high and benefits low, but when you find the bottleneck that has caused you the trouble the trouble is worth it.
For me it was my ECU. After i changed 3 AFM, 2 sets of plugs, cleaned the injectors, changed coils and leads.... in the end it was the ECU that you sold me that made a HUUUGE difference on my car. I never knew it but my old ECU was faulty as it seems and the car feel
200 times better with the grey plug you gave me.... This would explain me having a 130rwkw beforehand... The car feels a lot better now on less boost.
Can't think of anything right now, just finished a 13hrs day on 4 hrs sleep and brain is not working that well...will get back to you if something pops in.
Re: Standard 1G-GTE Dyno.
Injectors are 7M 440cc jobbies, they were cleaned before they went in.
My current setup consists of the factory top pipes joining up with 2" IC piping, down to my IC with 3" inlets.
Hmm, your BAGs are bigger than stock in the opening? Interesting. Perhaps there is merit to the idea that there are BAG's based on the Gen1/2 turbos like mine and the later Gen3 ones.
Timing is set to base 10 degrees (actually a smidge under). Factory dizzy sending the signals, 7M coils and Microtech X4 making the spark (BIG SPARK).
Thermostat was replaced before when I was troubleshooting, probably not such a silly idea given the 65 degree thermo in the engine when I got it.
IC is a 450mm China Racing one, pretty much the same one as Rods. Dunno how efficient it is, does well for the price, intake temps are quite low, measured inside the intake manifold.
The tuning might make a difference once everything is sorted. I've dug out my Gen3 piping and measured it all up. I put through an order for a pair of 1.75" straight connectors, a pair of 2" humped connectors and a pair of 3" to 2" reducers. Now I just have to sort some time when I don't need my car!
Teh UZA80 - Project Century - Remotely p00'd by association
Re: Standard 1G-GTE Dyno.
Well sounds like you got all the bases covered, guess a bit of a hit and miss but i think you will find after the changes you mentioned are out into action you will see results and maybe you will find it was something simple was holding you back in the end..........Cars like good looking women are always more work then benefits
Re: Standard 1G-GTE Dyno.
Now that I have the 3.7 Diff gears in the Diff and the twin dump pipes on I can make a more viable comparison between Blakes Single Turbo 1G and my Gen 3 1G.
Keep in mind these are from different Dyno days but on the same Dyno with the same Dyno opperator. Before the Twin Dumps Josh's modified Dyno graph showed Blakes 1G coming on song allot sooner than mine (As expected)
With the Twin Dumps I am getting much better boost responce, Heres how they compare now.
1971 2T-B Celica TA22 ST.
1973 2T-G Celica TA22, aka "The Unicorn".
1975 2T-G Celica TA27 GT
1976 2T-G Celica TA23, aka "The Colonel".
1985 3F Auto FJ62 Landcruiser
1989 7M-GTE MA70 Supra, aka "The Poopra"
History: Rods Classic Celica Sampler thread.
Re: Standard 1G-GTE Dyno.
Are these both with standard management?
Re: Standard 1G-GTE Dyno.
subscribed.
1G's are great!!!
Re: Standard 1G-GTE Dyno.
In light cars other than GZ20'sOriginally Posted by ta23-mbzq-nnr
Re: Standard 1G-GTE Dyno.
Now that I have the 3.7 Diff gears in the Diff and the twin dump pipes on I can make a more viable comparison between Blakes Single Turbo 1G and my Gen 3 1G.
Keep in mind these are from different Dyno days but on the same Dyno with the same Dyno opperator. Before the Twin Dumps Josh's modified Dyno graph showed Blakes 1G coming on song allot sooner than mine (As expected)
With the Twin Dumps I am getting much better boost responce, Heres how they compare now.
haha damnlol
good job rod on the numbers! your 1g must be in bloody good health, making that with stock turbs,
would be good to see them crack the majic 200 mark,
BOTH mine an RODs 1gs were run with stock ECU/AFM/INJ, (mine running a custom manifold, gt3071r on 12psi, RODs running stock turbos/mani, custom dumps and on 18psi)
really does proove that a healthy standard 1g can keep up with the old 1j boys!
Re: Standard 1G-GTE Dyno.
must say also, THEY ARE ALMOST IDENTICAL POWERBANDS, only differecnce being speed, probably due to tyre size ( i had 225/50/17 tyres for my run) and box ratio, but we both run the same 3.7 diff
blake
Re: Standard 1G-GTE Dyno.
Blake,
On the Friday before Dyno day we had mine on the Dyno to see if we could push it to the 200rwkw mark, Unfortunatly it developed a slight miss (Corrosion under the Porcelin on one of the spark plugs) so we had to cut the exercise short. All indications are that mine won't get there, there just isn't anything left. Tweaking the AFM will lift my boost cut threshhold but the added stiffness increases the restriction in the intake and the stock Turbo's just can't overcum it so it actually looses power and doesn't get to the revised boost cut. The balance its at now means I can't run more than 1.2bar even tho the turbo's will happily see almost 1.4 when allowed to breath. As it stands yours is still the toughest 1G running stock management that i know of and its an awesome example of what they can acheive in basically stock form.
As for the power curves they are very similar on both our cars, the difference in tyre sizes will effect the curves and how they lie. Ideally we need to run both cars over RPM for a clearer comparison. We just need to get them both back to WSID for some fun.
1971 2T-B Celica TA22 ST.
1973 2T-G Celica TA22, aka "The Unicorn".
1975 2T-G Celica TA27 GT
1976 2T-G Celica TA23, aka "The Colonel".
1985 3F Auto FJ62 Landcruiser
1989 7M-GTE MA70 Supra, aka "The Poopra"
History: Rods Classic Celica Sampler thread.
Re: Standard 1G-GTE Dyno.
I dynod mine a while ago with worn turbos and made 100kws at the tyres. Since then i have fitted reconditioned items and 3 inch f/m intercooler with 2.5 inch silicone reducers and s/steel pipework. I will be raising boost to 1.0 bar soon and tuning setup on dyno.
Whats a good electronic b/c that will hold consistant boost on the 1ggte throughout all the rev range
And isnt complicated to install just a couple of boost settings (low and hi) but will also suit my single turbo conversion later, so i can map and program the boost curves etc with after market ecu?
Re: Standard 1G-GTE Dyno.
My Turbosmart eBoost2 kicks ass. Not the cheapest option but works brilliantly
Teh UZA80 - Project Century - Remotely p00'd by association
Re: Standard 1G-GTE Dyno.
I use the Apexi AVC-R and its a great unit with really stable boost control. The top 3 boost controllers are arguably (And in no particular order)
Apexi ACV-R
Eboost 2
Blits ID Series. (Or anything above the Spec R)
1971 2T-B Celica TA22 ST.
1973 2T-G Celica TA22, aka "The Unicorn".
1975 2T-G Celica TA27 GT
1976 2T-G Celica TA23, aka "The Colonel".
1985 3F Auto FJ62 Landcruiser
1989 7M-GTE MA70 Supra, aka "The Poopra"
History: Rods Classic Celica Sampler thread.
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