Im looking to build my box up N/A before eventually going turbo what are some things i could do. Im not talking just I/H/E and pulley i already have or have ideas for those. but what im looking for is more, Like what is knife edging the TB and what does it do also what about that guy that said he wanted to get 124 N/a what was he doing? so how bout some help, im new to cars but hopefully you guys can teach me a thing or two.

 

Alex..you might try and talk to killerxromances (Tony)... he went the N/A route... and from what I have seen is putting down some darn good numbers N/A.. but im sure he will tell you you have to pay to play.. I know he has spent a ton of money to do what he did..

 

Here's the thread for your reference:

https://www.scionlife.com/forums/vie...ally+aspirated

He attempted many different options for HP, none of which were cheap, most of which did not provide as much as he was hoping. The biggest problem was the learning ECU in our cars nulled out many of the modifications.

If you really want to stay naturally aspirated and produce more HP/Torque than the I/H/E combination produces, you are going to need to learn alot about engine controls -- esp Fuel Delivery, Air/Fuel Mixture, Spark Timing, Compression, Airflow thru the engine, etc. You will also want to look at the durability of the stock components under these circumstances. Additionally, look in your pocketbook, it won't be cheap.

Happy modding!

 

Taking the 1NZFE in out box any further that I/H/E naturally aspirated is not a valid step if your ultimate goal is forced induction.

Killerxromances is the only guy (besides MotorFX) to make any kind of real power naturally aspirated. And to do so he bumped his compression up. The exact opposite of what you would want to do if you were planning on going forced induction in the future. That is, unless you like spending big money over and over.

As far as MotorFX, they were working with an ITB set up. I never saw power numbers, but they were talking like the motor made just as much power with the ITBs as it did boosted. You can check with them on pricing for the ITB setup.

 

Haha I hear ya, Well as for Header and exhuast goes what are my best choices to go turbo,

would getting a 4-2-1 which alows for low end power affect the high end possible power of the turbo?, or would i just have the benifit of more low end.

 

Also what about extrude hone the heads and the headers, would that raise or lower the compression? Or will the increased flow do anything?

 

The extrude hone was done to increase air flow. You can think of these as refinements to I/H/E (Pretty spendy ones too). This makes it such that the engine expends less energy pullling and pushing the gases in and out of the cylinders.

To increase the compression, you need to change (reduce) the volume of the combustion chamber The idea being that you are taking the same amount of gas and exploding it under higher pressure, thus getting more energy. This can be done several ways -- the more air (and gas -- gotta keep the ratio right to get it to burn correctly) in and out of the cylinder, the more power you get per explosion. You can change the stroke, change the shape of the piston, machine the lip on the head....

This is where you start looking at updating the internals (pistons, rods, crank) to more durable forged components.

There are lots of websites that you can visit to give -- just google "increase compression" and read away.

 

why not just spend the money up fron and get the turbo kit. you will see high(er) numbers faster and once you have that you can build off that to make your box a machine. but that is just my $.02

 

If your ultimate goal is to go turbo, this is what I would recommend.

1. Magnaflow Cat-Back Exhaust.

One of the few cat-backs for the xB. I have heard this exhaust on a Greddy turbo equipped xB and it sounded great.

2. Lightweight Pulley.

Take a look at Agency Power, Perrin or ZPI. Avoid under driven pulleys like Unorthadox and NST.

3. Header.

This one really depends on what turbo you are planning on running. If you are getting the ZPI turbo, it is worth it to purchase a header. If you are planning on running any other turbo on the market, don't waste your time. You will hear tons of opinions on headers. 4-2-1 will help a little more on the bottom end, and a 4-1 will help on the top end. Avoid cheap ebay brands like OBX, etc.

4. Intake

Keep in mind that whatever intake you buy, you will have to sell later. They aren't compatible with a turbo set up. My recommendation is the Fujita F5 short ram. Best design for the best price.

5. Turbo

Though neither of the two big name turbos for the xB are flawless, the Greddy has been out longer and I guess you could say has a more "proven" name. ZPI is newer to the xB scene, but they are making big claims. Independent confirmation hasn't been seen yet. If you go Greddy, you can sell the intake and header. If you go ZPI, you can keep the header, and sell the intake. Also be aware that if you are lowered, the ZPI may pose problems you won't see with the Greddy.

From there you can start looking into things like lower compression pistons, BOV, higher boost, bigger injectors, forged rods and custom tuning.


Good luck.

 

I have my xB for a week and I'm tired of the lack of power. NEED MORE POWER, not sure what way to go.

 

No No, i was asking if there was a change in compression by doing the extrude hone. Also I HATE that you have to cut off 4 inches before the cat on for the magnaflow but i have heard it sounds really nice.

does this make any sense? 4-2-1 headers increase flow at low-end, Right? so then would this lead to faster spin up or anything like that, which in turn would slow reaching peak boost but give you alittle more power sooner?

 

What I was going to do when I still had my Eclipse GSX, was boring the throttle body by a machine shop and had them install a new butterfly and shaft. This will increase the airflow into the intake manifold and retain the stock TB. I am going to check my machine shop if he can do this with my xB TB. There was also a guy on e-bay that did this for a living. He would charge $175 per TB and he gave discounts if you were able to sent him TB from certain models.

I am also looking into finding out, if you can swap a different MAF sensor (bigger one) from another toyota model and see if the signals matches and the plugs. If that works out, then we can use bigger intake pipes to match the bigger MAF sensor and get more airflow.

There is also a company talking about making cams for our car, that would also be a good item to invest in.

These are my ideas/suggestions that you can explore to stay NA to gain power, without doing engine work. You still need away to tune with a piggyback or fuel management to compensate for these changes.

Goodluck and keep us posted!

 

About the 4-2-1 header. I am by know means an expert on exhaust, fluid dynamics, or any other sort of science that contributes to the making of horse power. But, I think the way the 4-2-1 header design makes more power on the bottom end is by increased back pressure compared to the more free flowing 4-1 designs.

The 4-2-1 maintains back pressure while increasing over all flow compared to the stock exhaust manifold. This created more torque and better low end power. The 4-1 design does not maintain the back pressure but introduces an even higher flow into the equation. This means less back pressure which in turn means less torque. And less torque means less power on the bottom end. That same reduction in back pressure is helpful at the top end though. So you feel your power gains at the other end of the tach.

As far as metsvenand's comments, I have been thinking along the same lines. I come from a Dakota background. Those trucks used MAP sensors instead of MAF, but throttle bodies made a HUGE difference in those old Magnum motors. There were guys who custom machined the stock throttle body (Fastman) and companies who machined custom throttle bodies from blocks of billet aluminum (F&B). The modified stock bodies were significantly cheaper and provided just about the same performance.

I guess the question now it... what is possible with the xB, and who is willing to find out? I can contact the guy who did the custom work on the stock throttle bodies if there is enough interest here. I just don't know what kind of gains may be found just by smoothing the air flow at the throttle body.

The other thing you mentioned was the MAF sensor. I think I would be much more comfortable trusting MAF tuning to experts instead of throwing different factory options at the issue and playing with resistors. Hitachi is the company to talk to about this stuff. They are the world leader when it comes to MAF technology.

And if we want to talk aftermarket companies, Granatelli may be the way to go. They build some killer parts for the muscle car community. They are probably one of the best companies to deal with when it comes to MAF. And they are already working hand in hand with Hitachi. And another nice bonus would be the fact that they have experience building throttle bodies as well.

Granatelli was able to pull an extra 40 hp and 37.5 ft. lbs. of peak power out of the new Mustang GT using their cold air induction (including custom MAF) and throttle body. Now I am not naive enough to think they could pull 40 hp out of an xB. But even if we could get close to the same percentage out of our cars we would be looking at about a 13 hp gain on the xB.

If people are really interested at looking at this type of option for the xB, I would have no problem following up on it. No doubt we would probably have to get some sort of poll going to see how much interest this would generate for Granatelli.