Presurised oil for the turbo
- Thread starter jonwilly2
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With the exhaust there is two options. Do a remote mounted turbo in the stock muffler location. That is the setup that STS uses. The other option is to make you own or have someone make it for you. Most people just use the passenger side exhaust and have the turbo just getting power from those three cylinders. The other way is to have the exhaust come from the other side front or back and have all six powering the turbo.
As for intake, no one makes a manifold. It has been tried and tried again for the N/A engines. With forced induction the need for a intake like the one that is on there is not needed. A smaller intake manifold will do just fine if not better. As a example look at the 5VZ MR2 turbo. they used a steel tube with six runners right on top of the engine.
These engines do fairly good idling down the road. The turbo timer would work best being a electronic and have the capability of building boost sooner and let off boost at a cruising speed. With a manual turbo timer there are two types. Both work generally the same but the down side is they let air out all the time or almost all the time. With that the turbo takes a little longer to get to full boost and less low end power. With that being said if the engine is getting boost at a cruising RPM it can be a bit touchy and a little harder to control.
I am just starting with a ebay turbo kit with a cheep turbo and upgrade the turbo later. The intercooler will go right in front of the radiator.
As for what I am doing, its going to be custom. It has to be no one makes off the shelf turbo kits for the 5VZ.
I also don't have the hood scoop.
Thank you. I know that there is a sensor there but I have not spent that much time digging around my engine bay.
Singtoe
New member
resurectedvikin
New member
what are you using to control fuel/ignition? piggyback system? or are you spending alot on a full custom ems? also are you going to be switching to a map sensor? or staying with toyota gay maf sensor?
I got the automatic so I am stuck with the stock ECU. So ignition is going to stay the same but the fuel is going to have some upgrades. Larger injectors, better fuel pump and URD 7th injector kit so the engine wont go thirsty. Because I am sticking with the stock ECU im sticking with the MAF.
With the MAF setup I was thinking, being a forced induction setup wouldn't it do best with the MAF as close as possible to the throttlebody. Regardless of how close the MAF is to the throttlebody it will have to be after the blow off valve. If it was in front of it or still right after the filter it would be getting flow past it with the blow off valve being open and the throttle closed.
Singtoe
New member
The blow off valve will have to be mounted between the turbo and the throttle body and its return between the MAF and the turbo.
The MAF as to mounted between the air filter and the turbo.
Seeing that these are basic principles in blown motors, leads me to suspect that you are not serious about, have no skills to, playing everyone off or have no intentions of mounting a turbo.
I am calling you out on this and nothing ever materializes on turboing your 4runner.
Stick Figure
New member
I'm going to say neither of you is very familiar with turbo systems.
"The turbo timer would work best being a electronic and have the capability of building boost sooner and let off boost at a cruising speed. With a manual turbo timer there are two types. Both work generally the same but the down side is they let air out all the time or almost all the time. With that the turbo takes a little longer to get to full boost and less low end power. With that being said if the engine is getting boost at a cruising RPM it can be a bit touchy and a little harder to control."
Turbo Timer? What you are referring to is a boost controller, turbo timer is very different.
"The MAF as to mounted between the air filter and the turbo."
Why? people use a blow through set up all the time ... in fact some of the Subaru's that use the exact same MAF sensor switch from a draw through to a blow through system.
The other thing i will say is that using only a fuel controller on an engine designed for NA will be nothing but trouble. Not only will the stock ignition curve most likely be too aggressive for any real amount of boost, but depending on your fuel control and the method it uses it can actually advance the timing map even farther.
"The turbo timer would work best being a electronic and have the capability of building boost sooner and let off boost at a cruising speed. With a manual turbo timer there are two types. Both work generally the same but the down side is they let air out all the time or almost all the time. With that the turbo takes a little longer to get to full boost and less low end power. With that being said if the engine is getting boost at a cruising RPM it can be a bit touchy and a little harder to control."
Turbo Timer? What you are referring to is a boost controller, turbo timer is very different.
"The MAF as to mounted between the air filter and the turbo."
Why? people use a blow through set up all the time ... in fact some of the Subaru's that use the exact same MAF sensor switch from a draw through to a blow through system.
The other thing i will say is that using only a fuel controller on an engine designed for NA will be nothing but trouble. Not only will the stock ignition curve most likely be too aggressive for any real amount of boost, but depending on your fuel control and the method it uses it can actually advance the timing map even farther.
Singtoe
New member
I am not saying that i am a Turbo expert but rather a enthusiast. I have never retrofitted a turbo on to a NA engine.
With this being said. The Toyota MAF works on a ventori principle. It needs a vacuum for it to work properly. If you run pressure through it, it would give a wrong values.
If Subaru uses the same exact MAF (which i doubt) then i was proven wrong and recant what i said.
I never mentioned anything about a turbo timer. I always thought it was an after run device to prevent the oil in a turbo from burning.
People boost the 5vz-fe engine all the time and keep the stock engine ignition and fuel management. It is call the TRD super charger. If you are able to plumb a turbo into a 4runner, in theory, it should work the same as if you put a super charger on. And with that being said, there is the 7th injector add on to improve on Toyota's fuel starving problem.
Mind you, that unless you built the lower end (correct compression ratios) to handle high boost. You have to limit your boost anyway.
Once again, I claim to be no expert and if I am wrong, my apologies.
Yes I call things the wrong name and yes I don't know a lot about turboing cars but this is my first. I never said I know what I am exactly what I am doing or anything of the like. **** this entire thing started of me asking about oil feeds. The main reason I am on here is to learn so if people are going to talk crap then don't say it.
As for the MAF I have seen a couple of turbo 5vz wit the MAF after the turbo.
So by all means make positive sugistions.
As for the MAF I have seen a couple of turbo 5vz wit the MAF after the turbo.
So by all means make positive sugistions.
My new to me turbo. Holset hx35w from a dodge ram cummings diesel. The compressor wheel is broken but those are cheep. I was came across clownmeat's 4runner and decided to get working on mine. I guess im not all talk like some say...
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theizzardking
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Clownmeat
New member
There is a 3/8 npt plug right next to the pressure sending unit you can use as well but it's before the oil filter if that doesn't bother you.
I did the drain back in the cap because I did a rear mount turbo and it can be handy if your scavenge pump gets crap stuck in it you can just pull the cap and visualy see if/how much oil is coming back, and it was easier than pulling the pan. If your turbo is underhood then gravity drain it to the pan.
If you run a BOV put it before the MAF or there will be complications if you don't recirculate it.
