145 Wheel HP Xd Mods

[Dynatek]

We just finished testing a number of new products for the 1.8L Dual VVTi motor in the Xd. The graph shows the power of the stock motor (119 hp) versus the same motor with the new intake manifold, 2.5-inch cat back, custom CAI and (no cat) off-road pipe (145 hp). The new intake manifold alone increased the power output to 136 hp. If enough interest exists, we will produce the intake and even get it emissions certified. Let us know what you think so we can get some ads posted on this site. We also currently working on a new MAF upgrade for the Xd as well as intake manifolds for the Yaris and 2.4L Xb.

[kris5597]

wow thats awesome. pls get that manifold selling we will be sure to get one. and same goes for the MAF. my friend is getting an xd and wants it to go as fast as he can make it. post up anything else you can do to make that lil engine scream and we will sure get it from you. thanks

[2dot4]

as well as intake manifolds for the Yaris and 2.4L Xb.

I'm assuming that manifold will work with the tC as well?

[kris5597]

def something i want too!

[Dynatek]

We have the new Xb but do not have a TC to look over. We assume the intake manifolds the same between the two cars, so we hope it will fit both applications.

[Tuned IST]

im interested on the intake manifold for the xd plz do tell when this is coming out

:thanks:

[Little Deviant]

im interested on the intake manifold for the xd plz do tell when this is coming out

:thanks:


x2

[Eros]

Good job guys! Keep up the good work! :clap:

[kris5597]

yes x3 here for the xd and if the xb intake will fit on the tc im down for that as well. shit if i could push almost 200 whp with just motor upgrades with no f/i that would be awesome.

[Daarken]

I would not assum that the xB and the tC manifolds will fit the same. The engines are the same, but they have different layouts.

[Dynatek]

I would not assum that the xB and the tC manifolds will fit the same. The engines are the same, but they have different layouts.

We are concerned about the differences and would like to get our hands on a TC after testing the new intake for the Xb to see if there is a way to make it fit on both applications. Does anyone have dyno graphs of a powerful all-motor 2.4l Xb or TC? We have made 166 hp with ours so far without the intake manifold, but would like to see others with headers and other mods.

[kris5597]

joshcrane1 has an 05-06 tc with header back exhaust, ETD, Weapon r short ram, and agency power light weight crank pulley. he dynoed at 164whp. now he says that stock the 07 tc has 5-7 more hp than the 05-06. so i should be expecting to get +170 with the same app but a few more tweeks here and there maybe even 180 (hopefully). now thats with weapon r design headers, 2.5" exshaust all the way to the rear, weapon r short ram with ram air, NST lightweight crank pulley, water pump pulley and 20% underdrive alternator pulley, and ETD. ive also done some other mods that increase hp as well, bypass here and better coolent there to def run a hell of a lot cooler when play time comes. would love to get the new manifold if it will work and push 200 with all motor. MY DREAM!!! lol

[Krdshrk]

Very nice on the xD!

Kris - don't expect THAT much.. A new intake mani will do NOTHING for the tC unless you're F/I.

There have been people who've made custom intake mani's for the tC with the normal all-motor N/A mods.. do you know how much HP they made? 1.

[kris5597]

WOW thats a lot. lol well would still help me in the long run when i go F/I. and why would it make a big dif on the xd and not the tc?

[Krdshrk]

The airflow from the tC Intake mani is pretty optimized already. Plus, the engine really isn't THAT restricted.

The xD is a new car with a new engine... plus it's got dual VVTI... so it's got variable timing on the INTAKE valves AND the Exhaust valves. I believe the vvti on the tC is exhaust only.

[Butters]

The airflow from the tC Intake mani is pretty optimized already. Plus, the engine really isn't THAT restricted.

The xD is a new car with a new engine... plus it's got dual VVTI... so it's got variable timing on the INTAKE valves AND the Exhaust valves. I believe the vvti on the tC is exhaust only.

on the intake side of the tc you can not port polish it. i looked at it and matched it up with the intake on and its as big as it will get. the exhaust side is a lil restricted i think cause you can take quite a bit off. lol.

and do you mean the vvti does the intake side only? cause that would make more sense why all the sensors are on the intake side and why making a mani would do nothing for it. IMO.

[Krdshrk]

Oh. Maybe it is intake side... i dunno... i know you gain more HP from the exhaust side though, not the intake.

Edit: I'm sorry, you're right. The VVTI is on the intake camshaft...

[Butters]

well yeah that would still make sense cause your opening up the exhaust side from it being restricted. cause you can add a intake but if it cant force the exhaust out then you cant get enough clean air in the car to produce power. thats what my theory is. i may be wrong though.

[kris5597]

o well that sucks so the only way to get juice outta tc engine is to use f/i. figures. and the xd engine isnt as new as u think. its the same thing as the 03- whatever matrix engine just a few things changed and thats why it would be new. the xd engine is capable of pusing 180 hp at the crank same as the 03 matrix (first year made). after 03 they decide to change or detune the engine. the 1.8l is the same motor in the lotus elise. now i could be wrong but thats what i have been told. i checked it. same motor dif things. the matrix engine has more compression and a tiny bit bigger piston but still the same engine. now whether they changed the vvti layout from like you were saying from the tc to the way it is now idk. im not so sure it it has the dual vvti. but that lil 1.8 is capable of some pretty badass things. shit all this could be wrong its just what ive read.

[kris5597]

and also why didnt toyota design the tc with dual vvti anyway? def would be a more productive engine wouldnt it.

[Butters]

The Toyota 2ZR-FE is a DOHC (http://en.wikipedia.org/wiki/DOHC), 16 valve, 1.8L (1797cc) engine also equipped with Dual VVT-i (http://en.wikipedia.org/wiki/VVT-i). This all-new engine is now replacing the 1ZZ-FE engine in most applications. Output for this engine is rated at 136 hp (101 kW) at 6000 rpm and 129 lb·ft (175 N·m) of torque at 4400 rpm gross hoursepower.

Specs:
Engine Type : In-Line 4-cylinder DOHC-16 valve
Bore x Stroke = 80.5 x 88.3 mm
Compression Ratio : 10.0:1
Weight : 97 kg (without fuel)
Applications:
Toyota Yaris TS (http://en.wikipedia.org/w/index.php?title=Toyota_Yaris_TS&action=edit)
Toyota Corolla (http://en.wikipedia.org/wiki/Toyota_Corolla)
Scion xD (http://en.wikipedia.org/wiki/Scion_xD)
it replaced the 1ZR-FE that came out of the toyota matrix in 2003. its the 2nd generation of that engine family.

[kris5597]

HERE YALL GO. OUR ENGINE.


The 2AZ-FE incorporates many features of Toyota's dual-overhead-camshaft,
four-valves-per-cylinder engines, including the slant-squish combustion chamber,
offset cylinder and crank centers, and the VVT-i continuously variable intake valve timing system. The aluminum engine measures 626-mm (25-in) long, 608-mm (24-in) wide, and 681-mm (27-in) tall.

The 2AZ-FE obtains a total displacement of 2362 cm3 with 88.5-mm (3.5-in) bore
and 96.0-mm (3.8-in) stroke. The cylinder block is now an open-deck, midi-skirt die-cast aluminum type with cast-in iron liners and a die-cast aluminum lower crankcase and a stamped oil pan. The forged steel crankshaft is fully balanced with eight counterweights and supported by five main bearings. A helical gear pressed in No. 3 counterweight drives twin contra-rotating balance shafts
in the shaft housing within the lower crankcase. The balance shaft geartrain includes plastic Nos. 1 and 3 drive gears, meshing with steel gears.

The dual overhead camshafts are driven by a single-stage roller chain of 8.0-mm (0.3-in) pitch, enabling a narrow included valve angle of 27.5°. The camshafts act on four valves per cylinder via bucket tappets. As in the recent Toyota engine practice, no clearance adjusting shim is employed. Valve diameters are 34.0 mm (1.3 in) for intake and 29.5 mm (1.2 in) for exhaust, with 8.0-mm (0.3-in) lift for both intake and exhaust. The four-vane VVT-i device is fitted on the intake camshaft, altering timing by 50°.

Fuel is injected sequentially via an ultra-fine-atomization injector with twelve small injection holes, each 0.18 mm (0.01 in) in diameter. As in the smaller NZ engine, the new AZ adopts a plastic, built-up, and vibration-welded intake manifold integrating a large volume plenum chamber (3.5-L (214 in3) volume including a 1.3-L (79 in3) resonator).

Twin three-way catalytic converters, each with a 0.84-L (51 in3) volume,
are mounted immediately downstream of the stainless tubular exhaust manifold.
The front exhaust pipe, collecting from the catalysts, has a separator in the pipe that reduces exhaust gas interference and improves low- and mid-speed torque.

The 2AZ-FE engine is rated at 118 kW (160 hp) at 5600 rpm and 221 N•m (163 lb•ft) at 4000 rpm on a 9.6:1 compression ratio, requiring regular-grade, unleaded gasoline.
A smaller version of this engine, the type-1AZ 2.0-L unit, powers the recently updated RAV4 light SUV. The Japanese version of this engine, designated 1AZ-FSE, features the fuel-efficient "D4" direct-injection head.

[Butters]

and also why didnt toyota design the tc with dual vvti anyway? def would be a more productive engine wouldnt it.


cause its hard to do and its probably the only way it can meet Euro IV specifications

and who said it didnt have dual VVT-i?

[kris5597]

krdshrk said it only has vvti on the intake side. and the lil write up i posted said its intake side as well.

[kris5597]

so according to my right up who ever said it was right. the exhaust ports are smaller than the intake ports and can be bored at least its what it seems. so if we bored out the exhaust holes to the same size as the intake with the vvti on the intake side only according to the right i wonder how much hp we will gain. and if we take off our headers or switch them according to the write up we will lose a lil bit of low end power which kinda sucks but with f/i dont really matter to much but with headers that power is moved to the high end with a lil more juice right? how much whp does the tc have stock?

[Butters]

krdshrk said it only has vvti on the intake side. and the lil write up i posted said its intake side as well.
Im so confused. lol


so according to my right up who ever said it was right. the exhaust ports are smaller than the intake ports and can be bored at least its what it seems. so if we bored out the exhaust holes to the same size as the intake with the vvti on the intake side only according to the right i wonder how much hp we will gain. and if we take off our headers or switch them according to the write up we will lose a lil bit of low end power which kinda sucks but with f/i dont really matter to much but with headers that power is moved to the high end with a lil more juice right? how much whp does the tc have stock?
yes. i said this. but you would wanna add 4-2-1 headers to produce low end power and if you port polish the exhaust side if will be able to push out the exhaust a lil faster for more power. idk how much but im working on my heads right now.

[kris5597]

lol i know big discussion about motors. krdshrk said that the vvti is only on the intake side. the write up i posted said it only on the intake side not the exhaust side so that would make it a single vvti but dohc engine. and awesome when u find out let me know i want more power too and 4-2-1 headers is what i wana get.

[Butters]

lol i know big discussion about motors. krdshrk said that the vvti is only on the intake side. the write up i posted said it only on the intake side not the exhaust side so that would make it a single vvti but dohc engine. and awesome when u find out let me know i want more power too and 4-2-1 headers is what i wana get.


ok again im so confused. lol. you say krdshrk said its on the intake side and you posted info saying it was on the intake side not the exhaust side. im not seeing why you said this at all cause it proved nothing. and yes vvti only works intake, but wierd part is i dont see a rod that slides across to open it up more when i took the valve off.

will do man. may be a while but someone else already did it.

[kris5597]

o well whats the mess about dual vvti? thats what im confused about. whats dual vvti? thought that exhaust port has vvti too thats where i thought the second one was lol. learn something new everyday. who esle has already done it. i know paul (tronic) has rebuilt his motor cant wait to see how it performs as well.

[Dynatek]

Thought I'd post a response to the questions about intake manifolds not offering power on NA applications. So far, we have been able to improve the 1.8L in the Xd, the 1.5l in the Yaris (by 13 hp) and the 1.8L in the Nissan Versa. The real key to power improvement in the intake manifold is not the flow rate of the manifold, but rather the resonance tuning (long technical discussion for another time). We should have results on the 2.4L Xb in a week or so and I'll post the results-good or bad.

[kris5597]

awesome i hope to see an improvement. if the xb gets power no reason why the tc wont.

[hotwheelsrs1]

I would not assum that the xB and the tC manifolds will fit the same. The engines are the same, but they have different layouts.

We are concerned about the differences and would like to get our hands on a TC after testing the new intake for the Xb to see if there is a way to make it fit on both applications. Does anyone have dyno graphs of a powerful all-motor 2.4l Xb or TC? We have made 166 hp with ours so far without the intake manifold, but would like to see others with headers and other mods.

i would be down to make the drive to your shop if using my car in testing would result in me keeping the manifold.

engine mods i have are...
TRD supercharger
NST 9.5lb boost pulley
NST lw crank pulley
NST lw od alternator pulley
NST lw wp pulley
Weapon R ignition equalizer
Megan Racing drift spec catback exhaust
Megan Racing downpipe
TurboXS bypass valve type 25
K&N air filter
removed carbon filter
Exedy stage one organic single disc clutch
Competition Clutch ultralite flywheel

[kris5597]

nice car lol. did u notice a big dif when u changed all your pulleys? next thing u need is a ETD.



i would be down to make the drive to your shop if using my car in testing would result in me keeping the manifold.

engine mods i have are...
TRD supercharger
NST 9.5lb boost pulley
NST lw crank pulley
NST lw od alternator pulley
NST lw wp pulley
Weapon R ignition equalizer
Megan Racing drift spec catback exhaust
Megan Racing downpipe
TurboXS bypass valve type 25
K&N air filter
removed carbon filter
Exedy stage one organic single disc clutch
Competition Clutch ultralite flywheel

[Krdshrk]

The xD and now the Corolla/Matrix are the first cars with the Dual VVTI engine.

[2dot4]

yeah, the tC doesn't have DUAL vvt-i because the motor was built long before dual vvti was introduced.

as far as intake manifolds not producing power on N/A apps - that's not true. Flow mapping an intake manifold doesn't mean dick when the air is forced in. Granted, the stock manifold is fine, but a smoother mani with a better flowing design benefits only N/A apps. Resistance affects airflow under vaccum way more than it affects it under boost. The same principles are applied to motors utilizing Individual Throttle Bodies...eliminate resistance and let each cylinder breathe on it's own to create power without F/I. works like a charm too.

But each motor is different and so is each intake manifold. After looking at the xb2, the intake mani will almost definitely work on the tC - not much was changed back there - same motor, same layout - the only changes would be exhaust and airbox routing - but the manifold bolts up the same way in the exact same spot, utilizing the same vacuum lines.

[kris5597]

SWEET!!! cant wait to see how it performs.

[SuperFlyXD]

The Toyota 2ZR-FE is a ...DOHC (http://en.wikipedia.org/wiki/DOHC), 16 valve, 1.8L... Output for this engine is rated at 136 hp (101 kW) at 6000 rpm and 129 lb·ft (175 N·m) of torque at 4400 rpm gross hoursepower.

The HP rating I find interesting. The window sticker on my '08 XD I bought last week says 128hp. Anybody else notice that? My under hood sticker does say 2ZR-FE.

That also helps clears up an issue with Dynatek where they claimed a stock XD put down 119 hp. Something that I really questioned with a stock hp rating of 128 (according to my window sticker). At 136 hp, 119whp seems a bit more realistic, but still borderline figuring a 15% drivetain loss.

Dynatek, do you have a dyno plot that shows both HP and torque along with engine rpm instead of mph? I'd like to see what numbers the car puts down at what rpm.

Thansks,

Trenton

[PONGSxB]

Yaris eh?!?!...what about us 1st Gen B owners?? I'm tired of waiting for the Weapon R Intake manifold...will you guys be developing one for the 1st gen Bs??

[Dynatek]

I think the Yaris intake will work on the early Xb. I just need to get ahold of one for testing.

[Dynatek]

yeah, the tC doesn't have DUAL vvt-i because the motor was built long before dual vvti was introduced.

as far as intake manifolds not producing power on N/A apps - that's not true. Flow mapping an intake manifold doesn't mean dick when the air is forced in. Granted, the stock manifold is fine, but a smoother mani with a better flowing design benefits only N/A apps. Resistance affects airflow under vaccum way more than it affects it under boost. The same principles are applied to motors utilizing Individual Throttle Bodies...eliminate resistance and let each cylinder breathe on it's own to create power without F/I. works like a charm too.

But each motor is different and so is each intake manifold. After looking at the xb2, the intake mani will almost definitely work on the tC - not much was changed back there - same motor, same layout - the only changes would be exhaust and airbox routing - but the manifold bolts up the same way in the exact same spot, utilizing the same vacuum lines.

I am not sure if I understand what you mean her, but to clarify, the intake manifold characteristics (runner length & cross section, taper and plenum volume) all combine to determine the shape of the power curve. This is not due to absolute airflow or restrictions in airflow but rather the resonance frequencies that are associated with the changes in runner length and the various volumes of the associated variables. Intake manifolds are tuned (just like organ pipes) to resonate at given frequencies. These resonance frequencies produce positive pressure waves. Get these pressure waves to arrive at the intake port at the precise time (relative to piston position) and you have the artificial form of supercharging that produces power. If airflow was the only criteria, then we'd all have ultra short, ultra big or even common plenums with no runners at all to maximize flow. There are three distinct forms of ram filling associated with any intake design. Getting all three to cooperate and not cancel each other out is what separates an effective design from a bunch of tubes welded to a throttle body mount. The statement that these variables only alter the power curve of an NA motor is also false, as the resonance frequencies function regardless of the presence of boost-thus manifold tuning for turbo applications is nearly the same as it is for NA applications. The major difference is that since these resonance waves travel at the speed of sound, and the speed of sound changes with pressure and temperature, there will be minor changes to the shape of the curve. Short-runner intakes kill low-speed power on both NA and turbo applications. Check with any test ever run by the Society of Automotive Engineers (SAE) to verify. Hope this helps.

[Dynatek]

The HP rating I find interesting. The window sticker on my '08 XD I bought last week says 128hp. Anybody else notice that? My under hood sticker does say 2ZR-FE.

That also helps clears up an issue with Dynatek where they claimed a stock XD put down 119 hp. Something that I really questioned with a stock hp rating of 128 (according to my window sticker). At 136 hp, 119whp seems a bit more realistic, but still borderline figuring a 15% drivetain loss.

Dynatek, do you have a dyno plot that shows both HP and torque along with engine rpm instead of mph? I'd like to see what numbers the car puts down at what rpm.

Thansks,

Trenton

To assume a 15% drive train loss rather than believe actual dyno numbers seems odd. In testing the Xd supplied by Scion, we were not trying to deceive any one. We simply put the car on the dyno and presented the dyno results. Regardless of what the flywheel numbers are, this car made 119 wheel hp on our Dynojet using the industry standard SAE correction. We were less concerned about the base number as we were the differences between the stock configuration and the modified one. Unless we were supplied some sort of ringer (which we doubt), any other dual VVTi 1.8l in the new Xd should put down the same numbers. If anyone gets something different, please let us know.

[kris5597]

awesome that clears a lot of shit up and teaches me a shit load. well said dude.

[2dot4]

I am not sure if I understand what you mean her, but to clarify, the intake manifold characteristics (runner length & cross section, taper and plenum volume) all combine to determine the shape of the power curve. This is not due to absolute airflow or restrictions in airflow but rather the resonance frequencies that are associated with the changes in runner length and the various volumes of the associated variables. Intake manifolds are tuned (just like organ pipes) to resonate at given frequencies. These resonance frequencies produce positive pressure waves. Get these pressure waves to arrive at the intake port at the precise time (relative to piston position) and you have the artificial form of supercharging that produces power. If airflow was the only criteria, then we'd all have ultra short, ultra big or even common plenums with no runners at all to maximize flow. There are three distinct forms of ram filling associated with any intake design. Getting all three to cooperate and not cancel each other out is what separates an effective design from a bunch of tubes welded to a throttle body mount. The statement that these variables only alter the power curve of an NA motor is also false, as the resonance frequencies function regardless of the presence of boost-thus manifold tuning for turbo applications is nearly the same as it is for NA applications. The major difference is that since these resonance waves travel at the speed of sound, and the speed of sound changes with pressure and temperature, there will be minor changes to the shape of the curve. Short-runner intakes kill low-speed power on both NA and turbo applications. Check with any test ever run by the Society of Automotive Engineers (SAE) to verify. Hope this helps.

^^exactly - which is beneficial to N/A apps.

almost all intake manifolds are tuned to create power on N/A cars...because most of them are designed on N/A cars, am I right?

When air is pressurized and forced into the cylinders via F/I, everything you indicated in the quote above no longer creates extra power. Does that make sense?

I guess think of it like a soda-bottle tornado - when pouring out soda, it comes out faster if you create a "tornado"...the vortex improves flow under normal gravity - however if you were to pressurize(squeeze) the bottle and force the water out, the vortex doesn't mean shit - the pressure is more effective than a vortex.

I'm not knocking the idea of an intake manifold at all - I was just replying to Nick's post about how aftermarket intake manifolds only produce power with F/I - I believe they only produce significant power on N/A apps, because the vortex and resonance frequencies help improve efficiency when boost isn't present.

[kris5597]

true. but either way u are going to see hp gains correct. just more on a n/a app correct?

[Dynatek]

^^exactly - which is beneficial to N/A apps.

almost all intake manifolds are tuned to create power on N/A cars...because most of them are designed on N/A cars, am I right?

When air is pressurized and forced into the cylinders via F/I, everything you indicated in the quote above no longer creates extra power. Does that make sense?

I guess think of it like a soda-bottle tornado - when pouring out soda, it comes out faster if you create a "tornado"...the vortex improves flow under normal gravity - however if you were to pressurize(squeeze) the bottle and force the water out, the vortex doesn't mean shit - the pressure is more effective than a vortex.

I'm not knocking the idea of an intake manifold at all - I was just replying to Nick's post about how aftermarket intake manifolds only produce power with F/I - I believe they only produce significant power on N/A apps, because the vortex and resonance frequencies help improve efficiency when boost isn't present.

Interesting soda-bottle analogy-inaccurate but interesting. There are three forms of cylinder filling associated with an intake design, inertial ram, reflected wave and helmholtz resonance. All three are always in effect regardless of the presence of boost. Boost does not change the laws of physics. If you run a short-runner intake on a turbo application, it will make less low-speed power than a long-runner, period. If you shorten the runners up enough, it will make less power all the way to redline. The terms long and short-runner are obviously not scientific, but you get the idea. When you don't understand something, please ask. I'd be happy to help. I would also be happy to place a small wager on the subject, I'd even give you 100:1 odds. Since I have already run this test at least 100 times on all manner of motors (Import and Domestic) for my various books, I'd be happy to illustrate it one more time. Bring your $100 and we can run a motor in both NA and turbo form with long and short-runner intakes. The results will be the same in both configurations-runner length (and cross section) determine the effective operating range (regardless of the presence of boost).

[Daarken]

I think the LV chapter needs to bring all thier scions over to Dynatek for them to look at :)

[Daarken]

http://www.scikotics.com/forums/showthread.php?t=24862

This is a dyno test of an 08'xB with intake, exhaust, muffler etc.

[2dot4]

I think the LV chapter needs to bring all thier scions over to Dynatek for them to look at :)

Shit, if I lived in LV, I'd bring my car to dynatek in a heartbeat.

[PONGSxB]

I think the Yaris intake will work on the early Xb. I just need to get ahold of one for testing.

The manifold won't work for the 1st gen...My good friend has the yaris Sedan and the way his intake manifold is setup differs from mine...also I think he said something like he has drive by wire and I got a regular cable throttle for on my car... I will drive to your shop for testing if you want in exchange for the intake manifold. hehe.

[Krdshrk]

I'm not knocking the idea of an intake manifold at all - I was just replying to Nick's post about how aftermarket intake manifolds only produce power with F/I - I believe they only produce significant power on N/A apps, because the vortex and resonance frequencies help improve efficiency when boost isn't present.


I didn't mean with all cars - only with the tC because I've seen it done at least 3x - 2x on SL, 1x on SL and in RL (met the guy) with no gains - all 3 cars were N/A. Now, Leslie Armendariz has a custom manifold made up.... well, she had 2... and sold them... they were better made but still made for F/I Cars... I had it offered to me...

[2dot4]

regardless - I'm still willing to buy one. Dynatek, are you exhanging free manifolds for the use of our cars? If so I may be driving to Nevada lol.

[kris5597]

shit same here. lol but ill prob def buy one when yall market them.

[SuperFlyXD]

I'm not trying to call you out like you're lying. I'm simply comparing your numbers to the factory numbers which lead me to believe that Scion may have under rated the hp of the 1.8 VVTi's.

So how about a dyno plot with hp, torque and engine rpm? Again, this isn't to try and prove you're lying or anything. I would just like to see the hp and tq characteristics of the engine and what these cars are really putting down and you seem like you would have that information. If you don't have it or don't want to share simply let me know and I will move on.



To assume a 15% drive train loss rather than believe actual dyno numbers seems odd. In testing the Xd supplied by Scion...

[Krdshrk]

You can't assume a set number for drivetrain loss. It's just not done. Subie owners do it because their transmissions are all about the same.... but to compare a xA/xB/xB2/tC/xD Drivetrain all together would be ludicrous... first off... automatic transmissions lose more HP to the wheels than manual. Plus the xB2 and xD have brand new transmissions that have hardly been tested..

[SuperFlyXD]

You can't assume a set number for drivetrain loss. It's just not done...blah blah blah

I never said you can. I was simply using 15% as a standard loss which is pretty typical for any stock fwd manual tranny car. Using real world numbers (136fwhp & 119whp) equals 87.5% effecient, for a drivetrain loss of 12.5%. Wow, that's pretty close to 15%. Based on what the window sticker of my car says, 128fwhp, and 119whp equals ~93% effecient for a drivetrain loss of 7%, which is pretty unheard of.


Pardon me for actually thinking on my own and drawing my own conclusions. I will now keep my mouth shut and keep my opinionn to myself as it goes against how you think.

[kris5597]

o damn. alright no arguement guys this is a thread about new manifolds about the xd and further to come cars dont wana start a fight about it. lets be nice.

[2dot4]

I never said you can. I was simply using 15% as a standard loss which is pretty typical for any stock fwd manual tranny car. Using real world numbers (136fwhp & 119whp) equals 87.5% effecient, for a drivetrain loss of 12.5%. Wow, that's pretty close to 15%. Based on what the window sticker of my car says, 128fwhp, and 119whp equals ~93% effecient for a drivetrain loss of 7%, which is pretty unheard of.


Pardon me for actually thinking on my own and drawing my own conclusions. I will now keep my mouth shut and keep my opinionn to myself as it goes against how you think.

No one's arguing. It's a miscommunication - you said 15% as a general rule of thumb, and it turns out there's only a 7% drivetrain loss on that particular xd, which is below the standard, accepted percentage of drivetrain power loss. So yes, 119whp is a great for the 1.8L xd motor, but that doesn't mean it's standard or common for all xd's.

So Nick and dynatek are right in saying that 15% isn't a given across the board, and at the same time, you're right for saying that only a 7% drivetrain loss is impressive.

12-15% is average for most fwd cars, and anyone who knows cars knows this to be true. AWD loses an average of 18-20% through the drivetrain. Those are commonly accepted averages. The xD that dynatek showed the dyno for lost less power through the drivetrain. Impressive, yes. Standard, probably not.

Does anyone with an xD have another basline dyno to share?

[kris5597]

so in other words guys dont be ashamed because your car is above average or not like everyone elses its ok to be dif lol. yea i get it now eric. CARS= headache or learning a lot of shit or both!!!

[Dynatek]

I'm not trying to call you out like you're lying. I'm simply comparing your numbers to the factory numbers which lead me to believe that Scion may have under rated the hp of the 1.8 VVTi's.

So how about a dyno plot with hp, torque and engine rpm? Again, this isn't to try and prove you're lying or anything. I would just like to see the hp and tq characteristics of the engine and what these cars are really putting down and you seem like you would have that information. If you don't have it or don't want to share simply let me know and I will move on.

Here is the dyno plot versus engine speed. Hope this helps.

[SuperFlyXD]

Here is the dyno plot versus engine speed. Hope this helps.

Perfect, exactly what I was looking for.

I'm new to the Scion world but am impressed by the fairly flat stock torque curve, which I believe to be ideal. Equally impressive are the hp and tq gains made by the modifications. They both pick up and continue to climb where the stock numbers fall off. Exactly what you'd want.

[2dot4]

Damn, that's awesome.

Not only does it add power, but it improves the whole powerband...significantly.

I want an intake manifold, please! lol

[JoshCrane1]

Damn, that's awesome.

Not only does it add power, but it improves the whole powerband...significantly.

I want an intake manifold, please! lol
x2 x2 x2 x2 !!!!!!!!!!!!!!!!!!!!!!!!!

[kris5597]

yea dude that is awesome. very impressive. if u design one and it works for the tc with a profitable power gain how much u think the sale price will be cause i know a lot of scikos that are def gonna be interested.

[Little Deviant]

im interested on the intake manifold for the xd plz do tell when this is coming out

:thanks:


So any progress on this at all? Is this going to be available or just I just stop holding my breath now?

[Dynatek]

So any progress on this at all? Is this going to be available or just I just stop holding my breath now?

We have been busy testing the the intake manifold for the 08 Xb. We haven't really goten to much interets in the 1.8L Dual VVTi Xd intake manifold. We need a minimum of 10 people to step up with interest before we can justify the production run.

[2dot4]

yeah, I was gonna say that they probably started focusing on the xb2 and tc manifolds since people are lining up around the block for em. lol

[kris5597]

lol yea i know im in line. what about u eric? u interested?

[2dot4]

fuck yeah I am! lol - I'm very interested. I'm already saving the $700 to get one.

[kris5597]

lol yea ive already started as well too lol. should be a pretty BA mod.

[GuiLLo_SodiO]

i am also interested!! on the product!!:angel:

[Tuned IST]

so how many so far xd owners are there that want the intake manifold cuz we need 10 peeps to get this started from what i read before anybody else :MDR54:

[castrex]

I'm up for one!

Some one starts a list. There must more people interested in other Scion forum.

We need to get all the people toghter. 10 people shouldn't be that hard.

[Doughboy]

ill want one for my wifes XD


We just finished testing a number of new products for the 1.8L Dual VVTi motor in the Xd. The graph shows the power of the stock motor (119 hp) versus the same motor with the new intake manifold, 2.5-inch cat back, custom CAI and (no cat) off-road pipe (145 hp). The new intake manifold alone increased the power output to 136 hp. If enough interest exists, we will produce the intake and even get it emissions certified. Let us know what you think so we can get some ads posted on this site. We also currently working on a new MAF upgrade for the Xd as well as intake manifolds for the Yaris and 2.4L Xb.

[gotDAMD]

How much? Interested.

[gotDAMD]

Bumpy.

[DeathMachine]

I'm interested... Need a roundabout price though

[castrex]

Hey...

Bringing thes thread back from the death.

Just to let everyone know that Richard Holdener's Intake Manifold is back to life.

A couple of guys have contacted Richard and he is up for doing a production run on the Manifolds.

Development is done so is just a matter of getting at least 10 people willing to jump in.

The price for the first 10 production units will be around $700

A problem that we had in the past is that all the interest was spread over several forums and it was hard for Richard to get a real feel of the interest so everything went cold...


So this time we are going to focus all the information, interest and more important the official list on just one thread that we have just started on sicionlife.com

http://www.scionlife.com/forums/viewtopic.php?t=240773


I just pointing all the interested people to that thread. Please post your questions and interest over there.

We want to keep everything in one place only so it's easier to coordinate.

We already have 3 people already signed.

Please jump in!!!

[castrex]

So what's up with the interest????

We already have 6 people signed for the Manifold and we are only 4 more to go...


As an update,

Richard already started the firs manufacturing run for the Yaris intake. Folks are waiting for the first units by the end of Nov.

We will see pictures and videos then.

We need 4 more people to get this going for the xD.

Please post if you are interested!!!!!

[castrex]

bump!

[castrex]

Update!

Good news... the intake manifold for the xD is going to production!

Richard Holdener (Dynatek) will start working n the next few days on the firs production unit.

See here: http://www.scionlife.com/forums/viewtopic.php?t=240773

The idea is to have one final production unit to show to all the interested folks.

Richard also invited anyone on the Nevada area to go check the manifold.

When the first production unit is done, dynocharts, videos and all proofs will be submitted.
Then he will start with the first production run of 10 manifolds.

So far we have 9 people commited to buy one.

If anyone else is interested please get on the list soon!

[ElCapetan]

id be interested if they made 1 for the tc

[Doughboy]

ill get one for my xd

[castrex]

ill get one for my xd

Cool...!

Post you interest: http://www.scionlife.com/forums/viewtopic.php?t=240773
And track the thread for updates!

Not much news this week since Richard is at SEMA.

Hopefully in a couple of weeks he will have the first production unit ready so we can see what the actual final units will look like!

He also will be testing a long tube header!

[castrex]

No interest?

:dontknow:

[DeathMachine]

Castrex, I wish I could man... I think i even posted on ScionLife... I just can't come up with $700...

[YARIS TS POWER]

HERE YALL GO. OUR ENGINE.


The 2AZ-FE incorporates many features of Toyota's dual-overhead-camshaft,
four-valves-per-cylinder engines, including the slant-squish combustion chamber,
offset cylinder and crank centers, and the VVT-i continuously variable intake valve timing system. The aluminum engine measures 626-mm (25-in) long, 608-mm (24-in) wide, and 681-mm (27-in) tall.

The 2AZ-FE obtains a total displacement of 2362 cm3 with 88.5-mm (3.5-in) bore
and 96.0-mm (3.8-in) stroke. The cylinder block is now an open-deck, midi-skirt die-cast aluminum type with cast-in iron liners and a die-cast aluminum lower crankcase and a stamped oil pan. The forged steel crankshaft is fully balanced with eight counterweights and supported by five main bearings. A helical gear pressed in No. 3 counterweight drives twin contra-rotating balance shafts
in the shaft housing within the lower crankcase. The balance shaft geartrain includes plastic Nos. 1 and 3 drive gears, meshing with steel gears.

The dual overhead camshafts are driven by a single-stage roller chain of 8.0-mm (0.3-in) pitch, enabling a narrow included valve angle of 27.5°. The camshafts act on four valves per cylinder via bucket tappets. As in the recent Toyota engine practice, no clearance adjusting shim is employed. Valve diameters are 34.0 mm (1.3 in) for intake and 29.5 mm (1.2 in) for exhaust, with 8.0-mm (0.3-in) lift for both intake and exhaust. The four-vane VVT-i device is fitted on the intake camshaft, altering timing by 50°.

Fuel is injected sequentially via an ultra-fine-atomization injector with twelve small injection holes, each 0.18 mm (0.01 in) in diameter. As in the smaller NZ engine, the new AZ adopts a plastic, built-up, and vibration-welded intake manifold integrating a large volume plenum chamber (3.5-L (214 in3) volume including a 1.3-L (79 in3) resonator).

Twin three-way catalytic converters, each with a 0.84-L (51 in3) volume,
are mounted immediately downstream of the stainless tubular exhaust manifold.
The front exhaust pipe, collecting from the catalysts, has a separator in the pipe that reduces exhaust gas interference and improves low- and mid-speed torque.

The 2AZ-FE engine is rated at 118 kW (160 hp) at 5600 rpm and 221 N•m (163 lb•ft) at 4000 rpm on a 9.6:1 compression ratio, requiring regular-grade, unleaded gasoline.
A smaller version of this engine, the type-1AZ 2.0-L unit, powers the recently updated RAV4 light SUV. The Japanese version of this engine, designated 1AZ-FSE, features the fuel-efficient "D4" direct-injection head.

Does anyone know if the 2 ZR-FE also has a die-cast aluminium block type with cast in iron liners? What is the liners anyway?

[Chrico]

I am in. Please let me know when and where to get both.

[DeathMachine]

Sorry dude, you're way late on this one... Idea died a long time ago and none of it is happening...

Not a lot of info came out here, it was all on ScionLife.com

[Chrico]

I should have looked at the dates... I will check out scionlife.com Thanks