IS200t tune
Pole Position
Joined: Apr 2018
Posts: 2,626
Likes: 459
From: GA
Hmmm I thought it was my imagination, but one of my connectors won’t actually click but it seems to hold with no issues. Might have to ask for a replacement too.
Thread Starter
Racer
Joined: Feb 2012
Posts: 1,729
Likes: 409
From: South FL
Yea see what happens. I doubt they will have spares though but wouldn’t hurt to ask. I know the connectors were the reason for the product delay so the fitment is not perfect but it still does the job.
Pit Crew
Joined: Apr 2018
Posts: 249
Likes: 44
From: GA
Lead Lap
Joined: Mar 2015
Posts: 423
Likes: 48
From: America
I'm so standoffish about a piggy back system like BMS JB4 since I got the Scorcher and it showed zero results. I really wish a local (american based) company would put out a full tune for the 8AR engine.
Lead Lap
Joined: Mar 2015
Posts: 423
Likes: 48
From: America
I read a post on the OV tuning website about tuning the RC350 that was very in depth. It sounded really promising. But I have found nothing about the 8AR engine. I messaged them and they stated they plan on releasing a tune for it but there was no time line mentioned.
Advanced
Joined: Nov 2016
Posts: 567
Likes: 78
From: Oregon
Yep.. hotly anticipating... hopefully, they come good.
Lead Lap
Joined: Mar 2015
Posts: 423
Likes: 48
From: America
Thread Starter
Racer
Joined: Feb 2012
Posts: 1,729
Likes: 409
From: South FL
Lexus Test Driver
Joined: Mar 2016
Posts: 9,507
Likes: 2,575
per those photos it looks like carbon build up on the intake valves is going to be a real thing as this car ages a bit. at 60k miles those valves look pretty caked.Those intake ports on the head are caked too. i thought port injection hybrid system would help mitigate this a lot better. i wonder if flooring the car/driving it aggressively helps as i understand under load the car switches to port injection. or do i have that backwards. i forgot.
be simple and reliable or compete w/ the big boys and share similar issues.
be simple and reliable or compete w/ the big boys and share similar issues.
per those photos it looks like carbon build up on the intake valves is going to be a real thing as this car ages a bit. at 60k miles those valves look pretty caked.Those intake ports on the head are caked too. i thought port injection hybrid system would help mitigate this a lot better. i wonder if flooring the car/driving it aggressively helps as i understand under load the car switches to port injection. or do i have that backwards. i forgot.
be simple and reliable or compete w/ the big boys and share similar issues.
be simple and reliable or compete w/ the big boys and share similar issues.
This is the best I could find
”8AR-FTS 2.0L turbocharged inline four cylinder direct injection engine that can run on both Otto and Atkinson cycles. The 8AR-FTS engine has Lexus’ ESTEC D-4ST (Economy with Superior Thermal Efficient Combustion Direct injection 4-stroke with Turbo) fuel injection. With separate twin injectors for both direct and port injection, ESTEC D-4ST could perform high-pressure direct injection into the cylinder and conventional intake port injection, or direct cylinder injection only, according to engine speed.”
If I am understanding this correctly, during heavy throttle accelation both port and DI injectors are used, so that means a little bit of a heavy foot is called for every tank full to help avoid carbon build up
”8AR-FTS 2.0L turbocharged inline four cylinder direct injection engine that can run on both Otto and Atkinson cycles. The 8AR-FTS engine has Lexus’ ESTEC D-4ST (Economy with Superior Thermal Efficient Combustion Direct injection 4-stroke with Turbo) fuel injection. With separate twin injectors for both direct and port injection, ESTEC D-4ST could perform high-pressure direct injection into the cylinder and conventional intake port injection, or direct cylinder injection only, according to engine speed.”
If I am understanding this correctly, during heavy throttle accelation both port and DI injectors are used, so that means a little bit of a heavy foot is called for every tank full to help avoid carbon build up
Lead Lap
Joined: Mar 2015
Posts: 423
Likes: 48
From: America
^Good little paragraph, From that you could theorize...
We know the Otto to Atkinson cycle changing is a valve timing gimmick, It's not a true (mechanical) Atkinson cycle. Essentially they are leaving the intake valve open for part of the compression stroke to decrease cylinder compression thus resistance against the piston and the rotating assembly as a whole. Why am I saying all this... Well from an engineer's standpoint, leaving the intake valve open during compression could cause port injection type engines to fuel flood or fuel starve randomly. One cylinder would throw away it's fuel (out the intake valve) while another would get too much (other cylinder's fuel). This is important because, I would wager that whether the engine is in Otto or Atkinson would determine if it's in port injection or direct. Just an educated guess though, I have nothing from Lexus backing that is when the two are used. But, we do know that Atkinson cycle is used when the engine is trying to be more efficient.
I do not think it uses both under full throttle though. The perks of DI are increases in performance from higher compression paired with timing very close to top dead center. This is because pre-ignition or "pings" can not happen without fuel. With DI, Fuel is added with spark or very very near the same time. If the ports were already full of fuel mixed air going into the cylinder, the point of DI would not be.
We know the Otto to Atkinson cycle changing is a valve timing gimmick, It's not a true (mechanical) Atkinson cycle. Essentially they are leaving the intake valve open for part of the compression stroke to decrease cylinder compression thus resistance against the piston and the rotating assembly as a whole. Why am I saying all this... Well from an engineer's standpoint, leaving the intake valve open during compression could cause port injection type engines to fuel flood or fuel starve randomly. One cylinder would throw away it's fuel (out the intake valve) while another would get too much (other cylinder's fuel). This is important because, I would wager that whether the engine is in Otto or Atkinson would determine if it's in port injection or direct. Just an educated guess though, I have nothing from Lexus backing that is when the two are used. But, we do know that Atkinson cycle is used when the engine is trying to be more efficient.
I do not think it uses both under full throttle though. The perks of DI are increases in performance from higher compression paired with timing very close to top dead center. This is because pre-ignition or "pings" can not happen without fuel. With DI, Fuel is added with spark or very very near the same time. If the ports were already full of fuel mixed air going into the cylinder, the point of DI would not be.
Pole Position
Joined: Apr 2018
Posts: 2,626
Likes: 459
From: GA
^Good little paragraph, From that you could theorize...
We know the Otto to Atkinson cycle changing is a valve timing gimmick, It's not a true (mechanical) Atkinson cycle. Essentially they are leaving the intake valve open for part of the compression stroke to decrease cylinder compression thus resistance against the piston and the rotating assembly as a whole. Why am I saying all this... Well from an engineer's standpoint, leaving the intake valve open during compression could cause port injection type engines to fuel flood or fuel starve randomly. One cylinder would throw away it's fuel (out the intake valve) while another would get too much (other cylinder's fuel). This is important because, I would wager that whether the engine is in Otto or Atkinson would determine if it's in port injection or direct. Just an educated guess though, I have nothing from Lexus backing that is when the two are used. But, we do know that Atkinson cycle is used when the engine is trying to be more efficient.
I do not think it uses both under full throttle though. The perks of DI are increases in performance from higher compression paired with timing very close to top dead center. This is because pre-ignition or "pings" can not happen without fuel. With DI, Fuel is added with spark or very very near the same time. If the ports were already full of fuel mixed air going into the cylinder, the point of DI would not be.
We know the Otto to Atkinson cycle changing is a valve timing gimmick, It's not a true (mechanical) Atkinson cycle. Essentially they are leaving the intake valve open for part of the compression stroke to decrease cylinder compression thus resistance against the piston and the rotating assembly as a whole. Why am I saying all this... Well from an engineer's standpoint, leaving the intake valve open during compression could cause port injection type engines to fuel flood or fuel starve randomly. One cylinder would throw away it's fuel (out the intake valve) while another would get too much (other cylinder's fuel). This is important because, I would wager that whether the engine is in Otto or Atkinson would determine if it's in port injection or direct. Just an educated guess though, I have nothing from Lexus backing that is when the two are used. But, we do know that Atkinson cycle is used when the engine is trying to be more efficient.
I do not think it uses both under full throttle though. The perks of DI are increases in performance from higher compression paired with timing very close to top dead center. This is because pre-ignition or "pings" can not happen without fuel. With DI, Fuel is added with spark or very very near the same time. If the ports were already full of fuel mixed air going into the cylinder, the point of DI would not be.
Lead Lap
Joined: Mar 2015
Posts: 423
Likes: 48
From: America
I will run it up to the Foreman tomorrow but you have to remember, some of our biggest power improvements where when we switched to DI. It bit us in the *** and we had to start using port again to wash the valves. We left port for performance, port is not our performer.