Lexus IS Forum banner

1 - 20 of 180 Posts

·
Registered
Joined
·
1,308 Posts
Discussion Starter #1 (Edited)
I'm updating the very first post in this thread so that people can actually see what is on the car and the more relevant build photos. I will use this post to show current configuration.

This project started soo long ago, and has gone through several different iterations before it has even had a chance to get back on the road. i.e. I started out planning to do custom sequential, then planned to run stock twins for a while using the stock transmission just to get it on the road, then decided to keep it parked for while longer and the final iteration has had me solidly focused on using the upgraded twins and building other mods to support the upgraded twins.


You'll notice through the thread that I had planned to modify previous motor I grabbed, stock fuel rail at one point, W55 at one point, started doing flow bench testing, got tired of flow matching a couple of the cylinders and ended up just picking up another used motor. Modifying the motor will be saved for a time when I decide if I really need a ridiculous amount of power.


Engine bay emptied out pre-motor




Aristo VVti on truck ride home


Aristo VVTi off the crate. Had an earlier one took apart to build the head, but will finish the head at a later date. Currently unopened motor with maintenance like new valve stem seals, belts, etc.



Back when redoing harness … I was thinking of stock rail and twins at the time. Only part relevant here is the harness mods at work



Some mods necessary to the ABS bracket for relocation


Some of the work required for the custom sequential setup


Turbo coolant pipe


IACV modification



Back half of turbos to EGCV


Building the manifold early on


Schedule 40 weld els for the manifold.


tube


Able to remove twins with engine in car by shortening studs



Dual feed fuel rail


The ID850s


Squash performance dual pump hanger - DW pumps. Didn’t like the overlap of the fuel pump screens, so used stock pickup and one of the others that came with pump.


Top of the fuel pump hanger


Fuel lab filter prior to install. Don't have a photo on here, but mounted on bottom of car up towards where stock fuel components come up


Testing of the braided lines


Exhaust flex joints, wrap, etc.


The all important getrag


Box of parts for the Getrag install


The all important triple plate clutch to handle what will be triple the torque over stock.


Not the hardest mounts out there, but definitely had less flex than stock when trying to put motor in


HKS coils - waiting for christmas so I can open them and surprise myself at the gift from my wife


Dayton Sub – to be installed IB after it’s running


$20 Aurasound tweeters stuffed into factory pods




Onto the original post

----------------------------------------


I've been waiting for years to try out a couple of turbos I specd for a custom sequential. It's in process right now, but unless I run out of time, or room, it should go as planned.

The car - 02 5 spd. GGP. leather, sunroof, lsd, etc. It may go for a repaint, with TTE bumper and such here before summer

Main mods thus far are DBA Supra rotors/Figs brackets, hotchkis sway bars, springs, etc.



I've worked with a lot of different ECUs, and I'm excited about playing with all of the features on the ProEFI. ProEFI is the only thing that can control the twin setup easily for me. It's kind of baffling all of the technical items they've incorporated on this.





The donor motor, waiting on a few parts for maintenance. The head may come off here for a quick port and test on the flow bench and then back on with ARP studs. Planning more on a torquey street style setup.



More to come....
 

·
Registered
Joined
·
5,691 Posts
Interesting. Any more pics?
 

·
Registered
Joined
·
1,308 Posts
Discussion Starter #4
ah wishing I would have gone pro efi instead of aem but I'm excited to see this build
There's always time to switch. :) Knock control with proper target frequencies, filters, automatically rolls back timing to varying degrees, switches to alternate timing map automatically based on number of scenarios... boost control with load, rpm gear, intergral, proportional, etc..... traction control... Should be the cats meow for maximizing safety and power from daily driver.

As for pics, I have pics on camera and a different computer. I will start loading them up as things come together more.
 

·
Registered
Joined
·
1,201 Posts
Looks like a good project, i havent even installed anything yet and i want to go pro efi. good luck with the project
 

·
Registered
Joined
·
1,308 Posts
Discussion Starter #9
The price of the proefi actually isn't too bad given the complexity of all the controls it provides. Even though some of the same features are listed on other ECUs, the other ecus generally lack the ability to manipulate the control the way you need to in order to make it at least OEM functional or better then OEM functional. With a lot of the other ecus, this generally results in a great feature for marketing, but in reality, it works as a half assed attempt at doing what OEM did. Plus, I always had small inconsistencies with AEM stuff that appeared car after car when I worked tuning... things that I felt are unacceptable when trying to build an ultra reliable street driven modified car.

If some guys are worried about budget, I'd say pick up the proefi ECU and harness only to get it running... and then add the CAN gauge option, boost control solenoids, and all that down the road as your pocket allows.

Anyway, small update on the project - I took the head off seeing as I can't just leave well enough alone. The head is apart and I'm doing some mild port and chamber work on it, along with valve stem seals, minor work on seats, etc... I may throw it on the flow bench and compare heads if I have the time.

Also prepping for the TTE bumper.

Weather here was back up to 50 F for a week, but of course I couldn't get out to the garage. Now that it's closer to 0F again, I have a little bit of time. Go figure...
 

·
Registered
Joined
·
1,308 Posts
Discussion Starter #10 (Edited)
Whenever I have time, it's cold. Going to try to take a week off work if it ever gets warm.000

I managed to take some port molds on GE and GTE VVTi ports. There are different philosophies between them, and I would be surprised if they flowed the same as some others say (mind you, differences after the valve make less of a difference to flow). I may throw the heads on my flow bench before putting the engine back together. Without really getting into a lot of details on the heads, see pics below.

GE exhaust port has much larger exit. GE vs GTE exhaust


GE vs GTE exhaust


GE intake port is at a much steeper angle, and uses smaller port to compensate.

GE vs GTE intake (GTE the big round one)
 

·
Registered
Joined
·
3,830 Posts
Im not really sure what your molds are showing? Are these the flow ports into the head from where the studs are? Or are these showing something else? Can you put them next to something for scale?


Whenever I have time, it's cold. Going to try to take a week off work if it ever gets warm.000

I managed to take some port molds on GE and GTE VVTi ports. There are different philosophies between them, and I would be surprised if they flowed the same as some others say (mind you, differences after the valve make less of a difference to flow). I may throw the heads on my flow bench before putting the engine back together. Without really getting into a lot of details on the heads, see pics below.

GE exhaust port has much larger exit. GE vs GTE exhaust


GE vs GTE exhaust


GE intake port is at a much steeper angle, and uses smaller port to compensate.

GE vs GTE intake (GTE the big round one)
 

·
Registered
Joined
·
1,308 Posts
Discussion Starter #13
Im not really sure what your molds are showing? Are these the flow ports into the head from where the studs are? Or are these showing something else? Can you put them next to something for scale?

Yes, these are 1:1 scale molds of the inside of the exhaust port and the inside of the intake port on the GTE and GE VVTi heads. They start at the combustion chamber and go to the port entrance or exit (intake or exhaust manifold flange seating area where the studs are). They are the exact path that the air takes to go from the port entrance to combustion chamber (or how it leaves the chamber). The bumps are the valve guides.

It's a flexible silicone material that allows me to create a silicone shell on the inside of the port. After it cures, I separate the mold from the head, and pull them out.

The difference in length, is mostly due to differences in angles and thus the distance it takes to go from the valve in the combustion chamber to the flange surface. I.E. the GE VVTi intake port is at a steeper angle then the GTE and you can see that the GE port is longer. The smaller area in the GE intake port would be to compensate for a potential loss in torque.
 

·
Registered
Joined
·
1,308 Posts
Discussion Starter #16
Thanks for the explaination.

So what does this mean for each head? GTE flow better or does the GE?
It’s hard to say what would flow better without having them on a flow bench. Sometimes what seems intuitive, ends up being backwards when working with heads.
And since the area closest to the valve seat generally has the biggest impact to flow, this may negate most of the differences between GE and GTE close to the port exit.

Basically, there are two different trains of thought between the heads that suits their stock application better. i.e. The GTE exhaust ports do better to feed into sequential turbos with potentially higher backpressure. GE intake ports suit a 'tuned intake' system, etc. etc.

If I were to guess on flow, I think the GE exhaust ports would flow better. The GE ports expand more like a nozzle, and don’t have as sharp of a turn to the sides (the GTE ports are spaced further from the center of the head to allow space for the sequential). The GE ports might actually be better suited for a nice tubular intake manifold and larger turbo then the GTE ports are.

The intake port flow win might go to the GTE.... but with the shallower angle, maybe not. I certainly don’t think the intake ports on the GE head would be a reason to not try it out.

More to come
 

·
Registered
Joined
·
192 Posts
I am curious if you have done any more research to this subject?
 

·
Registered
Joined
·
192 Posts
What did you do for the vvti to proefi harness??
 

·
Registered
Joined
·
1,308 Posts
Discussion Starter #19
I'm semi back from the dead, although battling availability.

I didn't get the time I wanted on this and ended up having to buy another car and put this project on hold for couple years (kids, work, etc.). It sat graciously on my lift until a couple of weeks ago... where I actually began to get my hands dirty again.

I'm also tearing down the paint so it looks about 3/4 of the way to a Delorean at the moment. Haven't even decided what color to paint. I may just go with Wifes favorite color so that she will subliminally like the car no matter what.

Also upgrading the stereo with active equalization/timing/better amplification/better selected speakers

Regarding power- although it's nice to read the stories where cars are built straight to the finish line, I'm thinking it would be nice to document a few stages that people could take.

i.e. -

Stage 1 stock twins, stock VVTi GTE, stock manual trans, ProEFI, etc.... The plan is currently to have this stage completed within a month. The more I think about, the more I realize that this is going to be a much better starting point for trying hundreds of different things. That, and it will be much better feedback for average people thinking about the swap, but not insane horsepower numbers.

Stage 2 will depend on how quickly Stage 1 progresses.
 

·
Registered
Joined
·
1,308 Posts
Discussion Starter #20
I am curious if you have done any more research to this subject?
I threw together another flow bench (only 6 motors or so) with Venturi style meter and ran some quick tests shortly after.... will see if I can find where I wrote that info down.
 
1 - 20 of 180 Posts
Top