After lots of research, and a little cash, I now have a properly functioning Greddy Emanage Ultimate wired into my 2010 Vibe's engine harness. This is in preparation for a custom turbocharger setup I am currently putting together. I will use this thread as a sort of build journal for those interested. At very least, it will shed some much needed light on tuning and modifying the 2ZR-FE powerplant!
Some parts I have aquired so far:
-Greddy Emanage Ultimate (installed)
-AEM Wideband/boost Failsafe gauge
-OBD Link and Dashcommand software
-Toyota 2AR-FE injectors
-Homemade 2.5" MAF tube
-Kinugawa/Volvo TD04HL-16T-7cm with integral bypass valve (new)
-Toyota 2ZR-FE exhaust manifold (being fabricated into turbo header)
This is not my first turbo rodeo, my plan this time is to take it slow, and get all the EMS related kit installed and functioning proper first. That means proper trims with the new injectors, and a good understanding of the stock ECU's ignition and fueling strategy (monitoring open loop AFR's, and timing).
I believe I am pioneering the use of the 2AR-FE injectors on this project, which appear to have identical outward dimensions as the 2ZR-FE's. They flow about 350-425cc/min, vs the stock 240-292cc/min. We shall see.
As that is being done, I will continue with the fabrication of the turbo header. My goal with this was to keep overall VE as high as possible, by minimizing backpressure, and maximizing flow velocity, without bottlenecks wherever possible. I believe the stock 4-1 header correctly modified and braced will provide superior flow compared to a cast log style manifold. This philosophy is what led to the 7cm turbine housing choice, rather than the 6cm that this turbo was originally equipped with. This particular turbine housing has a very large, round inlet, a very good match for the nearly 3" turbo header discharge.
Turbo selection was the most time consuming. Many many hours spent here, poring over compressor maps and differing VE tables I estimated for this engine. I was looking for a compressor that could provide high efficiency (mid 70% zone) over the widest possible range (2500 rpm to redline) at the boost levels Im expecting to run (5-7 psi, 8 psi MAX). At the end of the day, The MHI 16T compressor was the champ. It is efficient enough to do the 5-6.5 psi range happily without need of an intercooler, while keeping its efficiency even at 8 psi+ to redline. It is also a smaller overall wheel, keeping inertia low, and spool up as quick as possible. For the turbine, that was easy. TD04HL. It wont be the absolute quickest spooling combination, but it should be quick enough, without becoming a bottleneck at higher boost/engine speeds. It turns out there was already a factory combination with these two components, from Volvo. Another important consideration for me was an integral bypass valve. This keeps the entire package compact, and keeps the draw through MAF happy, as it recirculates the discharge. It also contributes to quicker boost recovery between shifts! Wastegate path and flow capability were another huge consideration. Especially at such low boost levels, much power can be left on the table with a restrictive wastegate discharge. This particular turbine housing delivers plenty of wastegate flow capability.
Im spent now.
For those that didnt already know, the 2ZR-FE is used (internally stock(!)) in the 2012 Lotus Elise. 217hp, 184 lb/ft of torque. It comes supercharged (at 0.8 Bar (~11 + psi!)) from Lotus, with a factory warranty. So for the naysayers, the 2ZR is plenty strong. Proper tuning is the key!
Some pics as the car sits today:
Last edited by Cdnsigop; 10-10-2012 at 11:10 PM.
Reason: Pics added
The Following 6 Users Say Thank You to Cdnsigop For This Useful Post:
AEM wideband/boost gauge installed, sending respective analog (0-5v) outputs to the Greddy Emanage Ultimate Option 1 & 2 ports. All the exhaust parts are here now, ready for fabrication. Its all 2.5" OD, mandrel bends, aluminized steel. Vibrant resonator, and a stock Genesis muffler. The Volvo turbine inlet flange is here as well, ready for welding to the modified 2ZR-FE OEM header. All oil supply parts for turbo are ready, including the 1/8th" BSP adaptor. Only a few more things required, such as oil return, charge piping, and actual installation.
Tired now, but will keep on keeping on. I have about $2400 sunk into this project so far, not planning on giving up too easily!
Oh yeah, also installed a set of Tein H-Tech's from the 03-08 Matrix. Made the Vibe into a whole new car LOL. Kinda hot hatch 'ish now! Just need the power to go with...
Last edited by Cdnsigop; 10-18-2012 at 11:06 PM.
how do you lke the greddy emanage ult.? counting on your experience to base tune...pls do a write up on the DIY!
just found out that TK.COM 1zzfe kit will fit the exhaust manifold on the 2zrfe, planning on buying their 1k kit (turbo manifold, t28, and DP) then piecing the rest on my own.
Will you post a digram on how your setup wil look, as your post says you're NOT running a intercooler?
I'm assuming from the turbo manifold the turbo will sit below it to the DP to resonator to the muffler?
and where are you sourcing the mandrel bent piping?
Thx!!! all your info is GREATLY APPRECIATED!
I like the EMU. I had an Emanage Blue on my 98 Impreza previously, so I was already well versed in the Greddy support tool software and operation/quirks. The EMU is like an EMB on serious steriods. It is a very powerful, very feature filled unit. I am not a fan of standalone EMS on street driven, emissions regulated cars, so the EMU with its near standalone capabilities (for my purposes anyway) fits perfect.
I did consider the TK 1ZZ manifold and turbo diy kit, but I did not want the turbo compressor on the passenger side, nor did I want to have a log style manifold in this case, nor did I want the turbo that was included.
I am not too worried about the intercooler at this stage. I have a few at my disposal right now, but the extra charge piping and routing is a bit of a turn off. I am considering a side mounted setup, one that places the intercooler behind the driver side fog position. we will see.. Without an intercooler, the turbo compressor would discharge into a very short run, straight to the throttle body.
The way I have the manifold set up, the turbine housing is mounted at the same angle as the factory primary cat. I still need to mount these components, finalize positioning, and tack flanges/o2 housing sections into place. At the turbine discharge, there is a 3" v-band, followed by a pie cut tight radius 3" o2 housing, into a 2.5" oem style spring bolted donut flange, into a Magnaflow metallic cat, into 2.5 pipe, into resonator, into pipe, into 2nd 2.5" oem style donut flange, into whatever muffler I end up using.
All flanges, spring bolts, donut gaskets, and mandrel bends are sourced from Vibrant.
Ill post up pics and maybe wiring diagrams at some point.
WOW!!! I love the idea of not having an IC, and I know the remote turbo's have been setup to run efficiently without.
anyway I look forward to your build and will rely on your input in regard to the Greddy EMU and other aspects of your build...
do you think it would be viable to purchase the EMU and start tuning it stock and learning curves?
Is the MAGNAFLOW CAT obdI or obdII?
An IC is usually worthwhile, just at my planned 5-7 psi with this turbo, not much is to be gained. Basically, its hard to justify the added complexity and charge pipe volume vs the performance gained. Ive tried to build this kit to make the very most of the boost pressure run. That means a larger turbine housing, a very efficient wastegate discharge path, a very free flowing turbo header that keeps pulses divided right to turbine inlet, and an oversized air filter all to keep overall VE up high. This setup should be able to sustain very good torque numbers right to redline, meaning very good power numbers for the minimal boost run. It wont spool up the quickest, but that is the compromise...
It's definitely worthwhile to install the EMU and get comfortable with tuning it. You will require some method of monitoring wide range AFR's, whether that be with OBD-2 monitoring/logging (factory primary o2 sensor is a Denso Wideband) or with an aftermarket sensor/controller... Dont bother trying to tune without this essential tool. Power can be had just by optimizing the factory tune!
Magnaflow ODB-1. Its all I had left on the shelf... Spun metallic.
OmegaSpeed, you need to monitor wideband air fuel ratios if you intend to tune your car. You can feed the EMU a 0-5v input from an aftermarket AFR controller, and that will allow real time monitoring and datalogging through the EMU.
Turbo came from one of my suppliers, PM if you want more info on that.
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