3SFTE project Options

[digs]

Hi guys, don't post on here really as post on a UK celica forum.... but thought I would share what I have done to my SSI.

Following the various 5sfte posts and guidance, I have now turbo'd my 3sfe engine, some pics of the engine bay (its had a little more done since this one - including changing boost gauge t-off point to the map sensor line) and other bits at end of post.

Have installed;

3sge injectors
ct26 turbo
emanage blue (getting tuned in a couple of weeks)
ST185 manifold
ST185 map sensor
2.25" intercooler pipes and intercooler
Apexi BOV
ST185 pan
boost and oil gauges
2.5" custom ss exhaust

Been a fun and frustrating build, the turbo would not clear the coolant hard lines on the rev 3 3sfe, so I had to source a spacer for between the manifold and turbo. Changing the oil pan is fun too! Didn't need to relocate oil filter, so that was a bit easier. Coolant lines off the throttle body so again pretty easy.

Intercooler piping was interesting, right side through air pox route, left side was a bit of a squueze! But did not need ot remove a/c or anything else.

Not driven it on boost yet, but has been driven for several hours off boost, and doesn't miss a beat. Injector size has gone from 215cc (rev 3 3sfe stock I believe) to 295 (3sge stock), running on stock fuel pump, so some scope to improve there.

First map though is just a safe one to ensure no det, etc. Plans next will be;

wideband sensor and gauge (hooked into emanate)
prob bigger injectors and fuel pump
sort out second output for boost gauge from throttle bottle to leave map sensor feed unmolested
Wilwood 4 pot brakes

looking forward to running boost!






This post has been edited by digs: May 20, 2013 - 1:56 PM

[Syaoran]

It all depends on the turbo you're using.

3S-FE will surely have more lag, but don't expect the extra .2L to knock off a full 1000RPM of spool up on the same turbo. I think the 3S-FE is also a bit lower compression (9.3:1) than the 5S-FE (9.5:1) so there's a little more spoolup difference there. However, the lower compression allows you to turn up the boost a little bit higher than the 5S-FE will on the same octane fuel and same turbo.

You should look into putting on a GE head and pistons in in the near future... it's a lot easier to do given you've already got the 3S block. A 2nd gen head should bolt right up.

If you feel your turbo is too laggy it probably means it's too big. In my case, my turbo comes alive when I step on it at 2800-3000RPM, and the car pulls up until 5800 and then it falls flat on its face.

[H8TRAIN]

It all depends on the turbo you're using.

3S-FE will surely have more lag, but don't expect the extra .2L to knock off a full 1000RPM of spool up on the same turbo. I think the 3S-FE is also a bit lower compression (9.3:1) than the 5S-FE (9.5:1) so there's a little more spoolup difference there. However, the lower compression allows you to turn up the boost a little bit higher than the 5S-FE will on the same octane fuel and same turbo.

I think the compression ratio for the newer 3sfes may be 9.8. I've been trying to search for info about it and it's limited. From what I can tell, there's a major revision of the 3sfe that occurs with the introduction of the 5sfe. The "pre-5sfe" version of the 3sfe may have had lower compression.

I agree with Syaoran about the turbo lag. The 5sfe would surely spool the same turbo all things equal faster, but there are so many factors involved with your turbo response that if you wish to improve it, then there is surely several ways to do so.

Things that can lower threshold and lag:

Tuning: Once the full throttle on-boost tuning is sorted, the low-load regions can be fine tuned. Resulting in better driveability and mileage and better turbo response.

Wastegate performance: Tired wastegate actuators can make sluggish response. A healthy working wastegate can be augmented with a computer boost controller. This can reduce lag.

Exhaust after turbine: This will greatly effect the response of the turbine. The turbine would achieve maximum response and efficiency with the downpipe and all exhaust removed completely. A restrictive enough exhaust will actually reduce the amount of boost your turbo can make in total, with a corresponding hit to response!

Turbo center section: The turbocharger's bearing. This should be in good condition before judging the response of the turbo. Otherwise it's like judging a restaurant by tasting a week-old doggybag from the fridge.

Charge piping and intercooler: Generally, yes the compressor will fill up any arrangement of pipes, couplers, bends and cooler core. But these volumes can be optimized for the sake of turbo response.

Usually when race teams are limited to certain amounts of peak power with a turbo, the engine development turns towards turbo response at various rpms to get better performance.