Right now I am building my turbo kit for my BMW E30 and was thinking why hasn't anyone done anything similar for their 5th gen 4runner. Most of piece are fitted for each individuals needs (turbo [size], intercooler, etc). The only thing that is stopping me from doing this to my 4runner is the engine management side. Would Megasquirt work starting from scratch? Any other engine management options out there? Injectors, turbo, intercooler, and piping are easy (have a welder) but the control side is an issue. Any experience out there with the current 4runner?
Thoughts of a Turbo: Help
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4Running Daily
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I'm thinking that you could go without injectors or tuning or anything if you keep it low PSI. 7 or 8 psi, I wouldn't think you would have any problems.
I think you should go for it!
I think you should go for it!
My general thought is go big or nothing. If I strap on a turbo (holset or garrett turbo), I am going to want to run at least 10 psi, so management and injectors are going to needed. Right now the E30 has priority so this is just pre planning phase but the thoughts of the collective is much appreciated.
4Running Daily
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mikebontoft
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psi means nothing without turbo size. Are we talking td04 or hx40?
You need a wideband, and you may be able to trick some sensors and work with an adjustable fuel pressure regulator... but the big thing is no tuning support. No timing advance or retardation when you should/need to have it. Just no ability to tune the factory fuel and ignition maps. To megasquirt one would be a pain because every system on the CAN bus network is linked....you won't know what gets messed up til you try it. But that's the fun in it.
Yes, they do make a an AT controller for megasquirt....I'm sure you'd be the first to try it on the current gen hardware. After all though, it's just solenoid control anyway.
Remote mount would be the way to go with relative ease of design. No custom manifolds etc. External oil pump yes, but it's easier on the real custom stuff and does sound pretty nice.
Don't forget, of course, to take note of the compression ratio. wouldn't want to start out at 11:1 without knowing it. (No idea what it is now. guessing 8.5:1 - 10:1)
You need a wideband, and you may be able to trick some sensors and work with an adjustable fuel pressure regulator... but the big thing is no tuning support. No timing advance or retardation when you should/need to have it. Just no ability to tune the factory fuel and ignition maps. To megasquirt one would be a pain because every system on the CAN bus network is linked....you won't know what gets messed up til you try it. But that's the fun in it.
Yes, they do make a an AT controller for megasquirt....I'm sure you'd be the first to try it on the current gen hardware. After all though, it's just solenoid control anyway.
Remote mount would be the way to go with relative ease of design. No custom manifolds etc. External oil pump yes, but it's easier on the real custom stuff and does sound pretty nice.
Don't forget, of course, to take note of the compression ratio. wouldn't want to start out at 11:1 without knowing it. (No idea what it is now. guessing 8.5:1 - 10:1)
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Antman
Elite Member
^^^^^10.4:1
mikebontoft
New member
close enough. I don't even know what CR my engine is supposed to be. Never looked it up. lol.
mikebontoft
New member
probably no demand....
diverscale
Member
running my hyundai accent 1.6L turbo'ed since 2007. I don't think you need a standalone hacked ECU to run any turbo setup. SMT6 piggyback is what runs my engine and its extra 4 injectors (8 total). No hacked ECU were available for a hyundai accent at the time. FYI the engine is stock, non-forged, running approx 10PSI with spikes at 13PSI.
The most important is having a good and safe/reliable software setup done from an expert, then anything is possible.
The most important is having a good and safe/reliable software setup done from an expert, then anything is possible.
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mikebontoft
New member
there's always a way. Just gotta figure it out.
BlackWorksInc
New member
Talk to SkylineGTRRacer, if I remember right he's running a turbo set-up (or was) on the 1GR-FE in his 4th gen.
Honestly though I am always wary of turbocharging or supercharging a NA motor without a rebuild to strengthen it and prep it; mostly because if I am going to go forced induction I'm looking to make power and that's gonna be way too hard on a NA motor.
Honestly though I am always wary of turbocharging or supercharging a NA motor without a rebuild to strengthen it and prep it; mostly because if I am going to go forced induction I'm looking to make power and that's gonna be way too hard on a NA motor.
diverscale
Member
Stock engine will handle very well a low-boost application with a good programming. I'm running a NA turbo'ed engine since over 5 years, and I can tell you that I was not always gentle with the car. You just have to be intelligent about your driving, and be conscious that your engine might be more prone to detonation and overheating, so using good gas, avoiding long pulls and such logical things is advisable.
1GR-FE is even a better candidate, since it comes pre-engineered for a supercharger application.
Turbo equaling a shorter engine lifespan is a misconception. Abusing and being stupid with the turbo engine is what kills it.
I even get a better fuel economy with the turbo compared to stock when driving normally.
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BlackWorksInc
New member
The key word being low boost application. If I'm going to go through the trouble of supercharging or turbocharging the engine, I'm going all in. You're right modern engines deal with it a little better. But keep in mind the 4.7L & 5.7L supercharger kits are having issues (the 4.7L was discontinued for this reason) because their connecting rods are very thin and in the case of the 4.7L the US made engines had inferior casting method for the connecting rods which led to premature failure at Toyota specified boost for the supercharger kit in our Tundras.
The point being, if I'm turbocharging or supercharging an engine I'm going for 100+ HP, not a measly 50 or so and that will strain the engine without being reinforced.
The point being, if I'm turbocharging or supercharging an engine I'm going for 100+ HP, not a measly 50 or so and that will strain the engine without being reinforced.
There are many considerations here. For these motors, you'll have to look at head gasket composition, how strong the bottom end is, etc. When it comes to turbo selection itself, we have to evaluate what kind of power we're trying to make, ensure we have adequate fuel delivery, and keep cylinder pressures down with proper timing curves. If you can't crack open the ECU, you better have access to an aftermarket one. Doesn't matter if you are trying to make 50 hp or 5000, you need to control fuel and spark curves or you will break stuff. A setup that allows individual cylinder trim and WB02 setup would be ideal. You also have to take into account any emissions compliance issues you may have in your area. I've made over 1100 HP in a 277 CI V-6, and I am here to tell you Turbos are great. You don't just slap them on though, and when we're talking about adding such a thing to a setup like a 4-Runner, you will end up making changes to many different things to accommodate the setup. Injectors, intercooling, FP regulators, fuel pumps, different plug, transmission adjustments, and many other things have to work in concert to make this effective and not destructive...
Turbo 4R
I have been wanting to turbo my 2011 and keep comming back to the Squires Turbo system. If your not familiar, "Trucks" had an eoisode where they installed a system on a tacoma.
They have a universal system with various add ons like turbo timers and such.
The benefit is that the existing exhaust is used and the turbo goes where the muffler is, you only have to plumb the return.
I don't know about you but, I'd love an extra 100 horse power.
CG3
I have been wanting to turbo my 2011 and keep comming back to the Squires Turbo system. If your not familiar, "Trucks" had an eoisode where they installed a system on a tacoma.
They have a universal system with various add ons like turbo timers and such.
The benefit is that the existing exhaust is used and the turbo goes where the muffler is, you only have to plumb the return.
I don't know about you but, I'd love an extra 100 horse power.
CG3
I would steer clear of any "universal" system. For starters, if it used the stock exhaust, how do they solve the wastegate/crossover problem if a single turbo is used? Where do they mount the Turbo? In most cases, you'll want a wideband setup to handle A/F ratio inputs and add/trim fuel accordingly. That means the stock ECU has to be dealt with. (replaced, etc)
Twin turbos? No problem, just need to plumb those, mount them, each manifold would have a separate pipe out the back, etc. (there isn't an advantage to combining exhaust downstream, and unlike regular applications, you want very little backpressure there.
Also, I personally like instrumentation when running turbochargers. I want EGT, CHT, Fuel Pressure, Vac/Boost, and a visual/audible knock sensor. That's just me though.
How much boost do you want to make? That drives you to what MAP sensor you want to put on there. Unless you want to go Alpha-N, and you by god better have some sort of tuning setup to make sure you are dialed in.
Making only 100hp with a turbo will be the most expensive 100hp you ever put on a car.
I'm not anti-turbo, I'm just saying to do forced induction properly takes planning and consideration of all the parts of the system. Anyone that just "slaps one on" is depending on someone else's engineering work. You better hope they did their homework, cause you'll live with their crappy result if they didn't.
Twin turbos? No problem, just need to plumb those, mount them, each manifold would have a separate pipe out the back, etc. (there isn't an advantage to combining exhaust downstream, and unlike regular applications, you want very little backpressure there.
Also, I personally like instrumentation when running turbochargers. I want EGT, CHT, Fuel Pressure, Vac/Boost, and a visual/audible knock sensor. That's just me though.
How much boost do you want to make? That drives you to what MAP sensor you want to put on there. Unless you want to go Alpha-N, and you by god better have some sort of tuning setup to make sure you are dialed in.
Making only 100hp with a turbo will be the most expensive 100hp you ever put on a car.
I'm not anti-turbo, I'm just saying to do forced induction properly takes planning and consideration of all the parts of the system. Anyone that just "slaps one on" is depending on someone else's engineering work. You better hope they did their homework, cause you'll live with their crappy result if they didn't.
