TWIN 55 trim .60/.63 turbos would be a good setup; but probably not a good single turbo setup.

 

Ballpark Math:
cubic inches*max rpm*.5*VE
1732
->
213.5*6500*.5*.9
1732
= 361 CFM (base)

Target Boost of 10psi (optimistic) = Pressure Ratio of:
10+14.7
14.7
= 1.68

Target Airflow = Base CFM*PR = 361*1.68= 607CFM*.075 = 45 lb/min

This should help when you're looking at compressor maps

 

I like the trade in for ISF idea too.

But sounds like an interesting project I'd like to see results to.

 

Projects going to be on hold till spring. Snow in Utah is horrible!

 

Winter downtime is the perfect time to wrench on your car!!

As I layed beneath my car the other day I got to thinking about turbo location again:

What about a single turbo setup in the spot where the giant factory Resonator resides? Looks like a decent place to tuck a mid size turbo.. Just saying.. Again, when I started mocking up mounting locations where the rear mufflers reside things got real cramped real fast.

 

Wait really? 5k for 100WHP? I might have to take a look into supercharger if that's true. That means it will put the 350 in the 400WHP territory.

A stock IS350 ~265-270 WHP + exhaust ~10WHP + intake ~5WHP + PPE headers ~15WHP. IS350 with I/H/E should put it in the 290-300WHP alone.



I like that idea also. IS-F stock ~350WHP. with intake and exhaust they are in the 375-380WHP range.

 

Absolutely. What do you think we've been doing the last few years in Ohio?!!

There happens to be a rotrex in the classifieds as well......

 

What, you new here? This is no-where near horrible yet!

 

Oh f*** I should have never opened up this thread!!!

Been thinking about doing a rear mounted turbo setup for a couple months now and this just gave me the motivation to actually do this! Just got the engine rebuilt a couple thousand miles ago so the internals are fresh. I do need to do some more research as far as tuning but I do have a local exhaust shop that can mock up and weld everything.

 

https://www.clublexus.com/forums/8268582-post59.html
Early indications are that these motors are tough.

Dedicated oiling system for the turbo and a well tuned piggy back and you should be in fat city.
I really want to try and fit at least a single GT4088R or a BW366. On our motors at low boost, both of these are at less than peak efficiency so cutting the I/C plumbing in half sounds like a good thing to me to minimize further losses.

Anyone know what the flow rates are on the stock port injectors? How about on the IS-F?
Has anyone verified flow rates of the stock vs IS-F fuel pumps?
Thinking the IS-F components may be a good option for headroom/ piece of mind...

 

Anyone know what the flow rates are on the stock port injectors?

Specification of injectors for DI
Spray shape Dual-fan-shaped spray
Hole shape Two slit (W:0.52mm,H:0.13mm)
Pressure 4-13MPa
Injection rate 948cc/min @12MPa
Specification of injectors for PFI
Spray shape 12 Multiholes
Hole shape Multiholes (φ0.19*12)
Pressure 400kPa
Injection rate 295cc/min

How about on the IS-F?

Not sure about those; do they even use a DI setup?

Has anyone verified flow rates of the stock vs IS-F fuel pumps?

Supposedly the outlet on the IS-F fuel pump is larger; but no actually numbers to back anything up.

Thinking the IS-F components may be a good option for headroom/ piece of mind.

The fuel pump...yes. But on 6-7psi, the stock injectors and the factory ECU should be able to adjust to compensate (as many S/C owners have documented).

 

Based on the fact that an IS F has an in-tank fuel pump and also an additional VERY expensive ($1,200+ list price) pump at the fuel rail I feel safe concluding that it is a DI motor. I feel much less safe assuming that the high pressure DI pump would work with the V-6. Wikipedia (yes, of course it is accurate!) lists the IS-F motor as a hybrid injection model just like the 350 motor.

As far as injectors go I wouldn't guess that the specs are that much different for the F than for an IS350, the F motor produces roughly 50hp per cyliner -- the same as an IS350, which indicates that injector flow rates could be similar. If that theory holds true (realizing I am going further and further out on a limb...) I wouldn't expect that an IS F pump would help even if it did fit, becuase it likely runs a similar pressure to the 350 motor at a higher volume (in order to feed 2 more injectors).

That was a bit of rambling, sorry

 

I've spent my whole day at work today looking at various turbo's, intercoolers, piping dimensions and oil lines. One of my main concerns as someone else previously stated is the oil pressure situation. That is a long way back from the block to the rear of the vehicle and back. I was also reading on another forum that for every 1 ft of piping you lose 1 lb of boost. Is that accurate? I spoke to 2 shops already in regards to tuning and they both said they would have to get back to me. Hopefully this isn't going to turn into a dead end

 

^The tuning portion is (for now) a dead-end; you're better off just using the stock, factory systems to run 6-7 psi as many S/C owners currently do.

The loss of pressure is also correct; but many might not know that turbos actually need little oil pressure or oil delivery. Most turbo setups I've run and installed for others have used a restrictor, to reduce the delivery of oil.

 

This morning I went to a local shop called racers edge tuning and they recommended I run an AEM standalone fuel management system. Is there any other reputable brands of standalone systems that I should look into running for this twin turbo setup.