supra-lover Posted February 23, 2008 Share Posted February 23, 2008 i'm so sure if somebody really thought about this and set out to tune the na they could get a decent output,yes i know compared with the TT guys you wont get as much power for the money BUT does that really matter as the end of the day you WANT to tune your NA lump so the TT might as well not exist... i'm well up for tuning my na.. surly 300bhp must be possible?? Quote Link to comment Share on other sites More sharing options...
Nic Posted February 23, 2008 Share Posted February 23, 2008 Dale I am doing another production run of NA manifolds at the moment, these should give around 8-12hp increase. If you want more info contact me ASAP. http://mkivsupra.net/vbb/showthread.php?t=135846 http://img98.imageshack.us/img98/8473/p1030161sa4.jpg http://img89.imageshack.us/img89/1831/p1030162uk1.jpg Couple of pics from Japan. http://img139.imageshack.us/img139/8919/6suro6jpgok6.jpg http://img87.imageshack.us/img87/9851/suro41oz4.jpg Quote Link to comment Share on other sites More sharing options...
dr_blackman Posted February 23, 2008 Share Posted February 23, 2008 Oooh! How much are those's na's running nic? Thats a fair bit of effort put in there Quote Link to comment Share on other sites More sharing options...
Nic Posted February 23, 2008 Share Posted February 23, 2008 This one around 300hp http://www.ysr.gr.jp/2jworld/6suro6.JPG http://www.ysr.gr.jp/2jworld/na6suro.jpg Quote Link to comment Share on other sites More sharing options...
dr_blackman Posted February 23, 2008 Share Posted February 23, 2008 Nice Quote Link to comment Share on other sites More sharing options...
couv3z Posted February 23, 2008 Share Posted February 23, 2008 wonder what the spec is bar, swoping the intake and bat Quote Link to comment Share on other sites More sharing options...
Kirk Posted June 5, 2008 Share Posted June 5, 2008 I'm realy into this whole tuning n/a engine thing! Yes turbo charging is quick and easy way to make power with these engines but I'm sure one of these could make 400hp. Maybe up the CC to 3200, stroker kit or something? Just imagine having that instant power on command rather than having to wait for a turbo to spool! Quote Link to comment Share on other sites More sharing options...
Homer Posted June 5, 2008 Share Posted June 5, 2008 I'm realy into this whole tuning n/a engine thing! Yes turbo charging is quick and easy way to make power with these engines but I'm sure one of these could make 400hp. Maybe up the CC to 3200, stroker kit or something? Just imagine having that instant power on command rather than having to wait for a turbo to spool! More search power and knowledge of how an engine actually works is needed before you make such bold assumptions Unless you have a serious amount of money to spend don't even think about it. This subject has been done to death. Quote Link to comment Share on other sites More sharing options...
Guest mattsupra Posted June 6, 2008 Share Posted June 6, 2008 yer its a real shame there isnt the easy options out there to tune one as im sure there would be loads and loads of people out there who would buy the stuff if it was either available or cheap to do im an n/a owner and i love my supra but it deserves more power and ive got twin de-cat with a blitz nur spec r system and hks filter kit with uprated plugs and a blue print cam belt but i dont think its anywhere near its capability as an engine myself i think i want to stick with it though due to fuel prices etc for the time being anways Quote Link to comment Share on other sites More sharing options...
Dyer864 Posted June 6, 2008 Share Posted June 6, 2008 (edited) Sorry for hijacking, I know this is off the target, referring to the running of the n/a wasn't there a thread on a member logging a guide how to supercharge his supra, remember reading the begining, but didn't catch the end, or if he as actually finished the project! just thought another option of power to the "TURBO" . How cost effective the set up is to the power gains achieved is beyond me. Edited June 6, 2008 by Dyer864 (see edit history) Quote Link to comment Share on other sites More sharing options...
Konrad Posted June 6, 2008 Share Posted June 6, 2008 It was Shane - http://www.mkivsupra.net/vbb/member.php?u=6423 Unfortunatelly he is sooo busy he have no time to do finishing touches argh! Quote Link to comment Share on other sites More sharing options...
Chris Wilson Posted June 6, 2008 Share Posted June 6, 2008 I wrote the following about tuning an Opl 4 cylinder N/A years ago, the gist of it is totally applicable to the N/A 2JZ-GE engine, too. Whilst not wanting to put a damper on your aspirations towards better performance,the following general stuff in regard to tuning late,fuel injected,electronically managed engines may help. Post the early eighties,more and more manufacturers went to electronic management of ignition and fuel,via fuel injection,and mapped ignition systems. Most fuel injection systems had one immediate impact. They no longer need a restrictive venturi (narrow throat) in the carburettor (s) to pull fuel out of the fuel bowl of the carb. Fuel injection *injected* the fuel under high or very high pressure. No restriction as such,and hence less of a power loss. Management of the ignition and fuel suddenly meant engines could get away with running camshafts with greater overlap,and higher lift,too. The old advance weight disi,and velocity sensitive carb limited what cam profile could remain driveable, without hesitations,poor low end performance and flat spots. To a large extent electronic management allowed much more freedom in valve sizes,port shapes,and cam timing,as well as running the engine at the best amount of ignition advance at all loads and RPM's without detonation,on differing fuel qualities,via knock sensor technology. What I am slowly getting at is that it is *much* harder to get anything like a useful power gain from a modern,well designed,16 valve production engine on electronic management. The exhausts are free flowing,as are the intake systems. One needs to look at further performance optimisation of the cam profiles,and maybe bigger valves,stronger valve springs,moves away from hydraulic valve lifters and mechanical improvements to make higher revs safe,from a mechanical stress related point of view. Almost any change that has the potential for a marked improvement in power and torque,will require different fuel curves (the amount of fuel injected at any one set of parameters of air flow,temperature,engine RPM etcetera,etcetera),and different timing curves. One can fudge the fuel,*across the whole curve*,by increasing fuel pressure via an "up rated" fuel pressure regulator,but the the weeks of dyno testing to get the fuelling correct at every point,has then gone to pot ... :-( As for the ignition,there is very little indeed you can do to change the curve incrementally. Unfortunately,the *correct* answer is an aftermarket injection system,or at least an aftermarket ECU and wiring,that allows one to map the curves afresh,to suit your new power modifications. This is expensive,both in terms of hardware,(maybe over £1000 for the ECU and wiring loom),plus a lot of professional engine dyno time to get it all mapped correctly. Sometimes one can buy a complete package,say new cams,different throttle bodies and manifold,etcetera,that can come complete either with a modified EPROM for the existing ECU,or an aftermarket mappable ECU complete. If one limits mods to exactly those which the kit manufacturer intended,this should work well. If you change any parameter from the tuners package,the early comments about incorrect curves again apply.. Changing the exhaust *system* or the air filter,on 90% of modern engines will do sod all.The mags claim this and that,but in reality a gain of 5 HP on a 120 HP engine is neither here nor there,for a road car. Humidity variations can see that much change. A rolling road is hard pressed to accurately repeat to 5 BHP on a figure of 120 HP total. To get greater gains,say 20 HP,you need to look at fairly dramatic alterations,both to the mechanical components,and their related fuelling and ignition curves. Turbo engines are a slightly different kettle of fish,as it is trivial to raise the boost,and usually to fudge some additional fuelling. Naturally aspirated remain tricky! The easiest/cheapest way to see increased performance is to reduce weight. Especially rotating weight,for improved acceleration. Do most people ask the most important question when buying new wheels,after ensuring the offset and sizing is correct? Do they *uggery :-) They should take a fishermans scales with them,and weigh the damned things. The first question a race car manufacturer asks his potential wheel suppliers is what do they weigh,and what is their rotational inertia. Simple questions,and the weight,if not rotational inertia,is easily self assessed performance differences can be surprising,and worthwhile. Given 3 different makes of tyre,with similar grip and handling characteristics,go for the lightest..Just weigh some of the cheap imported tyres against a decent performance make,like a Hoosier competition tyre that is road legal. The difference is amazing. As for remolds,they are incredibly heavy. If you are serious,and can live without goodies,buy a car with the minimum spec. Sun roofs,air con,PAS,electric windows and mirrors,power seats all can add hundreds of pounds. Lightweight front seats can add as much performance,in real terms,as a new exhaust and manifold. 40 pounds of fancy stereo gear does nothing for performance ;-) As cars become better,and more highly developed,the art of tuning their engines becomes more complex and expensive,unless one looks at the situation with a bit of lateral thinking. Instead of adding things,think in terms of removing them. Instead of buying a new set of wheels just for their looks,weigh them,and see if a gain can be had for free there. Just ideas,some may be practical for your situation,some not,but be aware it is all too easy to buy so called performance bits,and get the thing to go *slower* At least the engine in your car starts off as one of the best basis for tuning available. Quote Link to comment Share on other sites More sharing options...
marc_p Posted June 6, 2008 Share Posted June 6, 2008 I wrote the following about tuning an Opl 4 cylinder N/A years ago, the gist of it is totally applicable to the N/A 2JZ-GE engine, too. *too much writing for quote* :notworthy:notworthy:notworthy:notworthy Quote Link to comment Share on other sites More sharing options...
iain2010 Posted June 6, 2008 Share Posted June 6, 2008 Quote Link to comment Share on other sites More sharing options...
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