Good stuff dude! Ur kit is gonna look good when you put it on lol. Keep it up

 

Looks sweet...

 

Update: I received the new 2.5" DP and SS weld-in oil pan drain fitting from CXR yesterday so any delay caused by them ends on June 1st. So, it took 3 weeks to get a complete "bolt-on" turbo kit from CXR. Future delays are on me, my lack of a garage and MD weather.

I'm gonna see how much I can get done this "weekend" (T&W) but we're supposed to get T-storms for the next few days. I ported the internal wastegate opening from ~5/8" to ~3/4" to better match the ~1"WG flapper valve. It's easier to raise the boost later on than to lower it. I also opened up the oil feed restrictor from .060" to .078". I couldn't find any definitive concensus on oil restriction for a journal bearing T3/T4 so I split the diff between the often recommended unrestricted -3AN or -4AN with a .060" restrictor. I don't want to blow oil past the seals with too much oil pressure, starve the bearings with inadequate pressure or risk oil coking from inadequate volume. We'll see how this works out. I wanted to feed oil from the head to keep the pressure low but since the shorter oil feed line I ordered from CI Motorsports hasn't even shipped yet, I'll just use the oil filter sandwich and 42" line supplied by CXR instead.

With any luck, I'll get this kit installed in the next few days and get it on a dyno within a week or two.

 

Neato congrats and good luck! Take ur time and no short cuts

 

Ugh... more delays. Yeah, it's still raining here so I worked enough overtime to pay for the turbo kit rather than taking time off to install it. Still waiting on a new v-band clamp and some 3/16" vacuum line hose. The weather looks good for Sat and Sun but the local welding shops will be closed.

Since I've been further delayed by weather and parts shipment I think I'll stick with my original plan to feed the turbo oil from the head. The oil filter sandwich seemed like a good idea until I realized that it taps pre-filtered oil rather than post-filtered oil. In that case I may as well use the post-filterered oil from the head with it's lower pressure.

Everything is ready to go except for the v-band clamp, some vacuum hose, some dry weather and 2 days off work. Hopefully this will happen in the next few days.

 

are you going to post some video of this puppy? i hope so. maybe some of you driving it. Keep it up!

 

Sure... if I ever get it installed. The new v-band clamp arrived today, wrong size. I'll see if I can find one locally. I asked the local Scion dealer about flashing the ECU with the TRD SC flash but they don't seem to think it will work. I don't know why. The SC produces 7psi boost with no IC and 410cc injectors. It seems to me that the fuel and ignition maps should be much closer than stock. At least close enough for the ECU to learn a turbo with 6psi, 440cc injectors and a IC. For only $96 I may try it anyway.

I know I could just get a FIC and the cost isn't an issue but I'd really like to see if this can work without one. IMO water/meth injection should be a great way to avoid detonation without running rich and retarding the timing with a FIC.

The weather is supposed to be good tomorrow and Sunday then start raining again Monday thru next Sunday! My days off are T&W. I may call in sick tomorrow to get this done. I'll let you know if I do it. Thanks to all for your interest, encouragement and patience.

 

Instead of the ECU reflash, why don't you try to get that MAF adapter that Treadstone/Ancla sell? I think I saw it for 70 bucks, and I think it'll have the same effect as an ECU reflash (making the car run richer to avoid lack of fuel). Just an idea if you're not looking for the "trouble" of the AEM FIC. Cheaper than a reflash, and in the past, it's been proven to work on the Treadstone/Ancla cars.

 

I do appreciate the suggestion but I just don't see how a velocity stack on the MAF would be any more effective than tweaking the IAT or coolant temp readings with a variable resistor. In closed loop, the ECU relies more on the primary O2 sensor and will even attempt to override a FIC to get to the stoich 14.7:1 AFR it wants. In open loop, more is possible but the ECU still remembers what it learned in closed loop and carries it into open loop. What I hope to acheive with the ECU flash is to provide new tables that more closely approximate the AFR and timing requirements of a boosted engine. My best guess is that TRD opted to go with a richer AFR in both closed and open loop for safety/reliability sake and the ECU will have smaller variances to compensate for than it would have to with the stock programming. Of course, I'm only speculating about it. A good FIC like the AEM or Greddy Ultimate would allow far more fine tuning but even then, they're only as good as the tuner and the time spent tuning.

Then again, water/meth injection should minimize or negate the typical requirement to run rich AFR with retarded timing to avoid detonation when boosting a high compression engine. Maybe I won't even need to flash the ECU with w/m injection? Time to test the theories...

 

what are you using to monitor the afr while testing?

 

AEM UEGO gauge for AFR and ELM327 OBD2-USB adapter with a netbook for ECU monitoring.

 

I dont think the trd flash is gonna work out too well. Its a totally different setup and boost curve.

 

You may be right, the boost curve is very different, but I still think it should be closer than the stock ECU programming. For only $100, I may try it just to see. AFAIK it's not been tried before. I suspect that the TRD flash at least runs richer AFR in closed loop than the stock ECU does. If it doesn't work, I doubt I'll be any worse off than with the stock ECU. I could still add a FIC and tune it. The only downside I can see is wasting $100 or $200 if I ever decide to go back to NA and have to get it flashed back to stock.

Anyway, I took off work Saturday and tried to lay the groundwork to install the kit Sunday before the rain starts again. I got the UEGO bung welded into the s-pipe and the gauges wired up but couldn't get the oil pan done. I'm also still waiting for the 15" oil feed line I ordered 2 weeks ago. CI motorsports website stated that it was in-stock but obviously it wasn't. Looks like another week of rain/waiting... Since I have to drain the coolant to install the CXR coolant pipe in place of the oem hose, I may as well install a 160F thermostat while I'm at it. It might also be a good idea to get some colder plugs.

FWIW, the AFR runs between ~14-16:1 in closed loop and ~11-13:1 in open loop in the current NA config.


Minor update: The only 160F thermostat I could find is made by Omix Ada and looks like junk so I ordered a Stant 14077 (170F) and new o-ring (25286). I also ordered a set of Denso K22PR-U plugs (2 heat ranges colder). I ordered the parts from Rockauto.com, great prices, pricey shipping though.

 

Word

 

I made a little more progress but I'm still waiting on a new v-band clamp and 15" oil feed line to install the kit. I can't find either locally. However, I did install the 440cc injectors today and am happy to report that the ECU is handling them very well. On the first start the AFR read 10:1 but the ECU quickly had the idle AFR back to 14.7. In fact, the AFRs are fine for normal closed loop driving. It's pig-rich in open loop though (10:1) and bogs when shifting. BTW, the UEGO doesn't read richer than 10:1 so I don't know how rich it really is but it's still driveable. On the first test drive it threw a P0101 (MAF out of range) CEL at WOT. I reset it and it didn't come back on the second test drive, but I didn't push it as hard. It appears that the ECU is learning the new injectors pretty well but it's too early to say if it will learn them well enough.

A buddy is moving into a new house with a 3-car garage next Tuesday and agreed to let me use it for the install. I hope I bring enough tools bacause he doesn't have much and his house is 45 minutes from mine. If I have to, maybe I'll rent a car for a few days just in case.

BTW, I think I'll hold off on the water injection until I see how it runs. If I need a FIC, I should get that first with a base map, then w/m, then a tune.

P.S; I should mention that I spoke with Kevin (CXR) today and despite already sending me extra parts and a new DP, he offered to send me a new v-band clamp even though I stripped it. When I offered to ship the extra parts and old DP back, he said to keep them as spares. I'm very satisfied with the customer service and support from CXR so far.

 

That's good to hear. I'm surprised because some of the 240 guys I know said they tried talking to Kevin and he would be very rude to them by saying "im very busy either buy the ____ or dont".

 

I can only speak about my own experience. I do believe that Kevin is very busy and he does seem to prefer email.

Anyway, I had a helluva time finding a short -4AN to 1/8 NPT oil feed line with a 90 on the -4 turbo end. I finally found one at CI Motorsports but it's been 2 weeks now. They haven't shipped it, don't return emails and don't answer their phone. Kevin sent me a free oil filter sandwich adapter with the new DP. What's your opinion on head vs oil filter feed? I prefer the lower pressure at the head but since I'm running a restrictor, maybe the filter is fine. Tapping at the filter would let me use the line that CXR included and save me the hassle of trying to find a 12-15" line for the head. Bear in mind that the drain line is only 5/8" and I'd like to give the seals a fighting chance.

 

Any status updates? I know that you were going to get the air out of the cooling system but I have not seen the xB yet!!!

 

Bump, for someone making progress!

 

I'm getting too old for this ____... it took me 4 days to complete the install and I hurt all over. I should have been done in 2 days but I was mostly rained out on Wed and working in my driveway with tools scattered all over and no help added a day. Just bleeding the air out of the cooling system took several hours. Your advice worked btw. It took some time but eventually I got all the air out. Warm it up, let some air escape, let it cool down and it sucked in some coolant, repeat. Once most of the air was out I just let it idle to get rid of the last bit. Sorry I couldn't stop by but I didn't get the front clip back on and my tools put away until 10pm. Maybe I can stop by tomorrow before I go to work at 4pm. Thanks again.

Anyway, it runs pretty good. I can definitely feel the boost even at 4psi, which is the most I've seen yet. I dialed the wg back to min boost as a starting point. The BOV seems to work fine, I can hear it venting and there's no compressor surge sound. No smoke from the turbo and it hasn't exploded yet, despite what some say about China chargers. AFRs are erratic. The injectors seem too big for the ECU. It maintains 14.7 pretty well in closed loop but goes overly rich in open loop. I might try the TRD flash or just go ahead and get a FIC. I haven't decided yet.

I have a lot to write about the install, fitment, etc. but it will have to wait. Maybe later tonight or tomorrow night. I have some pics and a lot of comments on the kit, good and bad. Stay tuned...