#2jzgte ceramic turbo 20 psi stock turbo full

#2jzgte ceramic turbo 20 psi stock turbo full

DBW, dual port wastegate and traction control, and cams will all help with putting the power down where you want if the turbo isn't too large with full boost at the end of the RPM band.Īny case, I'll be on the dyno end of this month or next with the 8474/twin scroll/IWG/AR 0.92/BW high boost waste gate actuator, artec twin scroll manifold,and BC 264 cams and ported oil pump. Most people run single port waste gates which makes the boost control really is just a switch and have what I would call a laggy response and easily smoke the tires when the boost kicks in. Making it seem like more instant response. I'll be ok if the powerband is 4k-8K, but with a twin port waste gate I can make the transition to full power smoother. Talking with a guy that has a EFR 8474 on his subaru he said he liked his EFR 8473 better because it spooled up faster, 4K rpm vs 4.5k rpm on the 8474, but the real question is where in the powerband do you want instant response. It will probably be next year before I start it and tune it. Everything fits in the engine bay with the TRD strut bar on a mkiv supra with no modifications. All the power being in the middle of the band. Figured it would be 500hp at lower boost and close to 700HP at higher boost on pump. I ended up with the ERF 8474 IWG AR 0.92, BC 264 cams, beehive springs, artic twin scroll manifold, 4' exhaust. It's been a bit since I've looked this stuff up so check everything I said. A stock 2jzgte should be fine but you'll probably still be close to the choke at higher RPM. Also, the SP testing on Supra forums for the EFR 8473 shows over spooling on a stroked engine. They say spool characteristics are like 50 rpm difference which I doubt your butt will notice. They said they prefered the 8474 on the short tracks. Papadakis racing using the 8474 for their road race car and 9274 for their uphill or something like that on thier 2jz. You can also try the new EFR 8474 if you can find it.