if i were to turbo charge my 5sfe to about 190 hp from the original 130 do you think i would have to but a better clutch, flywheel, or pressure plate? i already want to get a lighter flywheel but what about a stage clutch? maybe 1 or 2?
My impression has always been that since the tranny is the same as used with the 1mz (which makes 190) you shouldn't need a beefier clutch. I may be under a misapprehension, tho.
I would think so. You're talking about a 60 hp gain, and that's a lot. I would recomend a stage 2 clutch and defenetly get the best oil (synthetic I think, not sure right now) and you gonna have to upgrade on the gas to 91 or 89 to increase the performance and not to clog the engine.
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Yeah, you dont want knocking. I'd just drive it until your regular clutch stops engaging directly to the point where the slipping is noticable. Its like almost, use them until they are worn out and get new ones.
The only thing you really care about for clutch engagement is torque...not hp. Torque is the force needed to get something turning. This is the most critical force with clutches.
I am swapping my auto on my '96 turbo 4-cyl to a manual in the spring. I am going to use a SPEC stage 2 clutch (roughly $335). I wish I could get a lightened flywheel, but don't have the funds. So I am using a (nearly) brand-new Toyota flywheel.
The transmission used in the 1mz is not the same as the 5s-fe. The 5s-fe uses the S51/52 trannies. The 1mz (I believe) uses the E153...it's definitely NOT the S51.
As far as the octane gas you use, nothing will get "gunked up" based on the octane being too low. The octane rating tells you how easily the fuel will ignite. A higher octane indicates a slower ignition time. This causes a more controlled ignition. A lower octane means an easier combusiton, which leads to spontaneous ignition before the spark plug fires. This then leads knocking when the 2 flame fronts meet...and also incredible pressures.
When the engine knock sensor detects this, it causes the ECU to retard timing and consequently taking power away. A higher octane just allows the ECU to advance the timing more than a lower octane fuel. If you had knocking with 89 octane, try the 92+ octane...you should really feel the difference.
alright i will look into getting a better clutch for it too. maybe that will come b4 the lightened fly wheel and such. and i might be able to bump up my gas...hah i use 87.... i am so poor.....
If you're going to use forced induction, you definitely want to use better gas than 87 octane. Going from 87 to 92 octane is ually about a $2 difference per tank around here, and considering the damage that bad gas can potentially do in a turbocharged car (knocking won't really cause damage, but pinging...That's what you need to worry about), it's worth it.
Also, I would go for the stronger clutch before a lightened flywheel. I don't really understand why people want lightened flywheels on cars they don't race (1/4 mile doesn't count), but maybe that's just me.
alright then ACT cluch and 91 octane gas it is. why do you say quarter mile isnt racing though?! just curious. i went autocrossing two months ago at gulf grey hound park.. that was pretty intense
Originally posted by celica kid why do you say quarter mile isnt racing though?! just curious.
I don't mean it's not racing...I guess I should have said "occasional 1/4 mile." You know, hopping in your daily driver and heading out to the track to see if you can beat your friend's Honda Civic or whatever.
What I meant was more that I can see the benefit if it's not your daily driver. Lightened flywheels usually make a daily driver a bit less pleasant to drive, so I just don't see the point of it. There are other mods that can be just as effective without crappy side effects...Stuff like getting rid of the blingin' 18s that weigh 50 lbs and putting on some lightweight wheels. Shaving weight off your wheels can be just as effective as shaving weight off the flywheel because it's all unsprung weight, but you don't have the rough idle effect and RPMs don't fall off so quick when shifting.
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