Hi my name is Migu, I used to work for Lotus for a two
year period basicly we tuned 2ZZ-GE as it is my
Specialty.
I love talking bout this motor and its potential.
US spec 1ZZ-GE 138PS
US spec 2ZZ-GE 99-2001 Celica GTS 180-189PS
Later in 2002 we recived RPM Restriction 7800rpm
this hamperd the engines badley, 2003 Celica GTS
Has drive by wire. This is very bad.
Lotus tuned 2ZZ-GE 190ps, revised fuel maping and
Exhuast and most improved was the cooling.
Dual oil coolers.
Problems that the 2ZZ-GE faces is fuel grade and
VVTL-i's ( lift bolt ). it becomes weak and cannot with stand continious high rpm. It is possible in a Lotus to
over rev the engine just as the 99-2001 2ZZ-GE.
8400 is possible.
Valves also have some become problematic with high rpm, some engines wont have a problem but if you take it on the track and actually stay with in ( lift mode )
it can cause problems later on with higher milage
engines.
Our engine is revised greatly, we both tune for Toyota
Celica GTS and Lotus Elise and Exige.
Individual throttle bodies are excellent but the
ECU is not capable of compansating the increased air
flow. Mapping was never intended for ITB arrangement.
This may effect youre ( emissions test )
street cars will use a larger throttle bodie.
This helps with out ultering the ECU. How ever for best gains ECU tuning is chritical.
The biggest improvement we have is tuning the 2ZZGE with
Camshafts, few people offer them as they are a hallow
bank when produced and ( DLC coatings should be applied and improved balencing will improve the Harmonics of the
engine. VVTL-i Camshafts are available and can be used
for both Celica and Lotus Exige and Elise.
The stage II exhust from lotus dose make the responce
( delayed ) I dislike it myself. We revised the exhuast ports and flowed the head twice and then whent with a
custom in house unit. Then revised our ECU.
The camshafts produce a extra 15ft lbs. of Tourqe.
and 18-25hp depending.
Basicly this is the maxium lift a ( Production valve
will take ) I use re-enforced springs and valves myself.
I am curious about other peoples tuning methods ..
We also use increased compression ratio.
and have a short stroke medium bore. this is best.
Medium bore gives you the displacement acompanied by a
short stroke which results in a Formula car like RPM.
How ever we can increase displacement or maintain 1800cc
..
To date since 2003 I have had no failiars on any toyota Celica GTS, Lotus cars since 2005 have been excellent
and only one minor incident which was due to a overly
lean A/F mixture at 9200rpm the engines harmonics are
roughly set in stock form to 9400 the engine was too
lean and sufferd valve failiar and damaged pistion etc
The worst thing I have sceen is a miss shift.
ECU play back showed 5th gear 5th to 2nd.
the engine reached a RPM of 14,000 and was not capable
of being repaired. Gears and transmission were lost
also a ( free way incident apparently ) .
I have a lot of information and Offer ITBs and other
items, and if not I also love talking about either ZZ
engines or Suspension as well.
I use a custom Twin Mono tube unit.
Twin mono tube is best for a production chassie, a
single unit is best for a Formula or chassie with known suspension tolerences. Remote resivors are excellent and
for Street application a remote resivor is not
applicable. But a high quality liniar spring revised
for street is suitable for a Lotus Or Celica ZZT23?
I tune a veritey of other MR cars and FF or FR etc
well hope too talk with you all!
Happy tuning!
PS, I used to own a Lotus Esprit Turbo..
管理人様へ
もし不適切でしたら削除してください。
year period basicly we tuned 2ZZ-GE as it is my
Specialty.
I love talking bout this motor and its potential.
US spec 1ZZ-GE 138PS
US spec 2ZZ-GE 99-2001 Celica GTS 180-189PS
Later in 2002 we recived RPM Restriction 7800rpm
this hamperd the engines badley, 2003 Celica GTS
Has drive by wire. This is very bad.
Lotus tuned 2ZZ-GE 190ps, revised fuel maping and
Exhuast and most improved was the cooling.
Dual oil coolers.
Problems that the 2ZZ-GE faces is fuel grade and
VVTL-i's ( lift bolt ). it becomes weak and cannot with stand continious high rpm. It is possible in a Lotus to
over rev the engine just as the 99-2001 2ZZ-GE.
8400 is possible.
Valves also have some become problematic with high rpm, some engines wont have a problem but if you take it on the track and actually stay with in ( lift mode )
it can cause problems later on with higher milage
engines.
Our engine is revised greatly, we both tune for Toyota
Celica GTS and Lotus Elise and Exige.
Individual throttle bodies are excellent but the
ECU is not capable of compansating the increased air
flow. Mapping was never intended for ITB arrangement.
This may effect youre ( emissions test )
street cars will use a larger throttle bodie.
This helps with out ultering the ECU. How ever for best gains ECU tuning is chritical.
The biggest improvement we have is tuning the 2ZZGE with
Camshafts, few people offer them as they are a hallow
bank when produced and ( DLC coatings should be applied and improved balencing will improve the Harmonics of the
engine. VVTL-i Camshafts are available and can be used
for both Celica and Lotus Exige and Elise.
The stage II exhust from lotus dose make the responce
( delayed ) I dislike it myself. We revised the exhuast ports and flowed the head twice and then whent with a
custom in house unit. Then revised our ECU.
The camshafts produce a extra 15ft lbs. of Tourqe.
and 18-25hp depending.
Basicly this is the maxium lift a ( Production valve
will take ) I use re-enforced springs and valves myself.
I am curious about other peoples tuning methods ..
We also use increased compression ratio.
and have a short stroke medium bore. this is best.
Medium bore gives you the displacement acompanied by a
short stroke which results in a Formula car like RPM.
How ever we can increase displacement or maintain 1800cc
..
To date since 2003 I have had no failiars on any toyota Celica GTS, Lotus cars since 2005 have been excellent
and only one minor incident which was due to a overly
lean A/F mixture at 9200rpm the engines harmonics are
roughly set in stock form to 9400 the engine was too
lean and sufferd valve failiar and damaged pistion etc
The worst thing I have sceen is a miss shift.
ECU play back showed 5th gear 5th to 2nd.
the engine reached a RPM of 14,000 and was not capable
of being repaired. Gears and transmission were lost
also a ( free way incident apparently ) .
I have a lot of information and Offer ITBs and other
items, and if not I also love talking about either ZZ
engines or Suspension as well.
I use a custom Twin Mono tube unit.
Twin mono tube is best for a production chassie, a
single unit is best for a Formula or chassie with known suspension tolerences. Remote resivors are excellent and
for Street application a remote resivor is not
applicable. But a high quality liniar spring revised
for street is suitable for a Lotus Or Celica ZZT23?
I tune a veritey of other MR cars and FF or FR etc
well hope too talk with you all!
Happy tuning!
PS, I used to own a Lotus Esprit Turbo..
管理人様へ
もし不適切でしたら削除してください。
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コメント(9)
＞しゅーるくん
こんばんわ。
実はあたしは日本人ですが、書き込みしたのはあたしの彼でアメリカ人です。
なので、日本語あまりできません。あたしも英語あまりできません（笑）
質問の答えですが…
Ok let me explain how this all works.
USA, Japan, Germany, Australia, UK, all have different
ECU tuning.
Here is why, depending on which countrey you reside in,
Youre (fuel grade) and (ambiant temperture) and
(Altitude) is different.
Exsample: In America we have standard 91 Octain/Rom
As fuel is really measured in Ron as aposed to Octain.
The problem in America is Fuel grade and the 2ZZ-GE's
compression ratio of 11.5.:1.
is all very different in each countrey.
The Japanese ECU is tuned to work with japanese fuel in which is at least 95-100+ grade so the engine is tuned for such grades. Germany has 98ron/octain.
Youre ECU or Any Lotus ECU can be revised if needed.
It is important for me to know which Lotus
Elise, Exige, GT3 and so on. I can give details.
The Exige was revised. Lotus is improving the cars all
the time.
You must also consider spec differences as Japanese
lotus cars and US and UK all are a little different in
that their weight and saftey laws are different and
emissions laws.
Toyota contracted Yamaha to do the ( head design work ) and so Toyota/Yamaha returend and revised the Lift bolt problem as they sheered. The ZZT231 did a lot of the
testing platform wise before the 2ZZ-GE was used in the Elise and Elise was the test bed before revised Exige
current models.
Harmonics are Harmonics, The Lotus ECU is not tuned for
10,000+ rpm it has a cut off that will protect itself.
The only way you can hurt or cause problems would be a
serious miss shift.
As for the weak valves, it is questionable.
If you are doing track days on a high milage 2ZZ-GE
upgrade the valves and springs its cheaper in the long
run and no problems.
Personaly I feel if you are going to be doing
exstensive track driving and high rpm lift mode you
consider the fallowing.
Oil Changes no more than 5,000miles:
Tuned BMWs we have in at 3500miles:
Improved Valve Springs & Valves intake & Exhuast.
You also might want a Oil Resivor that dumps/feeds oil
to the head if there is a oil serg.
VVTL-i is dependant on oil pressure.
Back to tuning the ECU, A Lotus ECU is dyno tuned
for lotus tuning items. How ever it is not capable of
compansating with abnormal or unusual back pressures or suddenly higher volumes of Air flow from a ( ITB set up)
fuel maps become an issue. The computer will try and
re adjust itself or attempt to compansate and this will result in strange or un usual throttle responce.
this is why many people felt the Stage II exhuast was
not usuful in low RPM is sacrificed much tourqe for
high rpm.
This is also on a US car. Which is highly
restricted in some aspects. You are also triggering
the OBD II emissions control. Which will no matter what
give you a Check engine light and you will fail a
emissions test.
Early OBDII Lotus Elise are less senstive than late
ECU wise. If you have a 2006 or newer it is most likey
going to be more sensitive emission controll wise which is basicly youre problem. Intakes and such tuning items or Exhuats can cause Check engine lights or improper fuel mixtures ..
Lotus highly tuned the 2ZZ-GE to their mapping.
How ever TRDs Exhuast Manifold was excellent on a
Japanese Toyota ECU on a ZZT231, how ever we found in
the US it was highly problematic and infact created a
power loss in a US ZZT231 as the factory Toyota Exhuast
Manifold is best for a street vehicle with no ECU
tuning.
Lotus tuned the Exhuast manifold, it is excellent.
usually a Track oriented unit is not designed for
street tuned vehicles as aposed to a Race Vehicle.
You must decide which approach is best for you
individualy.
Street daily driver
Street/Track weekend
Or Death weapon for the Track-
Last but not least: Lotus in the future will improve
Exige and Elise ECU tuning. The for late model cars you are a Drive by wire vs mechanical throttle controll.
Drive by wire cars always suffer because the componets
become more complicated and computerised defeating
objectives. Mechanical units are easier and cheaper too tune.
Dont be sad, its ok.
You can still apply ITBs to a Drive by wire car.
it requires a ECU upgrade, technically speaking
40mm is about what you would use, and for a stock ECU
you would use smaller. But this is to compansate for
air flow and match OEM Air flow specs ..
So technically yes and no.
if you can meet or match the ECUs peramiters tuning the stock ECU mechanically can be possible, but it is
to revise the ECU or go Piggy back or Full StandAlone
if this dose not effect youre ( emissions laws ).
This is why I blueprinted Camshafts, this dose not
effect OBDII or the ECU it basicly is a sport oriented
Camshafts with a stronger engaugement for VVTL-i
with more aggressive lobes that are sport oriented vs
a more economical fuel friendly design.
Their are many approachs to tuning the 2ZZ-GE
The 1ZZ-FE is easier to to use in uncapable hands.
it delivers smooth tourqe like most FE engines vs GE
engines and is very responsive. The 2ZZ-Ge is a more
complicated Animal. How ever its potential is equal if
not superior to the K seires engine.
Also you should know Lotus Approached Honda about the
k series but Honda was not intrested. Because the S2000 is closley a direct competitior of the Elise.
How ever the Lotus would ( BLOW THE DOORS OFF ) a S2000.
Toyota felt it would be good for image and as a test
bed for their 2ZZ-GE.
I could go on for hours about this.
I can say the Lotus Exige and Elise dose excellent
in the ADAC 24 and Supposedly the Owner of Proton has a Son who had a GT300 Exige based vehicle made for
JGTC/SUPER GT.
I have a 2ZZGE F3 motor I proto typed and wanted to use
as a Replacement for my Ex F3 cars 3SGE.
3SGE has too high a center of gravity also
under powerd.
How ever VVTLi is forbiiden or any sort of Veriable valve timing.
Not apobley basicly it functions in two fashions one
runs a Pair of Camshafts similar in concept to TODAs
vtech killers. And the Other is basicly a VVTLi
Camshaft with the soul intention for maxium performance
low middle and high rpm.
It basicly has Race fuel economey in mind.
And the Camshafts were ballenced for 14,800rpm measured on a ( Vibrometer ) which is used to measure vibration
in which aids you in balencing the engine harmonics.
Ok well ill write more later.
girl friend is going to kill me and Nikuma is getting
cold! =)
こんばんわ。
実はあたしは日本人ですが、書き込みしたのはあたしの彼でアメリカ人です。
なので、日本語あまりできません。あたしも英語あまりできません（笑）
質問の答えですが…
Ok let me explain how this all works.
USA, Japan, Germany, Australia, UK, all have different
ECU tuning.
Here is why, depending on which countrey you reside in,
Youre (fuel grade) and (ambiant temperture) and
(Altitude) is different.
Exsample: In America we have standard 91 Octain/Rom
As fuel is really measured in Ron as aposed to Octain.
The problem in America is Fuel grade and the 2ZZ-GE's
compression ratio of 11.5.:1.
is all very different in each countrey.
The Japanese ECU is tuned to work with japanese fuel in which is at least 95-100+ grade so the engine is tuned for such grades. Germany has 98ron/octain.
Youre ECU or Any Lotus ECU can be revised if needed.
It is important for me to know which Lotus
Elise, Exige, GT3 and so on. I can give details.
The Exige was revised. Lotus is improving the cars all
the time.
You must also consider spec differences as Japanese
lotus cars and US and UK all are a little different in
that their weight and saftey laws are different and
emissions laws.
Toyota contracted Yamaha to do the ( head design work ) and so Toyota/Yamaha returend and revised the Lift bolt problem as they sheered. The ZZT231 did a lot of the
testing platform wise before the 2ZZ-GE was used in the Elise and Elise was the test bed before revised Exige
current models.
Harmonics are Harmonics, The Lotus ECU is not tuned for
10,000+ rpm it has a cut off that will protect itself.
The only way you can hurt or cause problems would be a
serious miss shift.
As for the weak valves, it is questionable.
If you are doing track days on a high milage 2ZZ-GE
upgrade the valves and springs its cheaper in the long
run and no problems.
Personaly I feel if you are going to be doing
exstensive track driving and high rpm lift mode you
consider the fallowing.
Oil Changes no more than 5,000miles:
Tuned BMWs we have in at 3500miles:
Improved Valve Springs & Valves intake & Exhuast.
You also might want a Oil Resivor that dumps/feeds oil
to the head if there is a oil serg.
VVTL-i is dependant on oil pressure.
Back to tuning the ECU, A Lotus ECU is dyno tuned
for lotus tuning items. How ever it is not capable of
compansating with abnormal or unusual back pressures or suddenly higher volumes of Air flow from a ( ITB set up)
fuel maps become an issue. The computer will try and
re adjust itself or attempt to compansate and this will result in strange or un usual throttle responce.
this is why many people felt the Stage II exhuast was
not usuful in low RPM is sacrificed much tourqe for
high rpm.
This is also on a US car. Which is highly
restricted in some aspects. You are also triggering
the OBD II emissions control. Which will no matter what
give you a Check engine light and you will fail a
emissions test.
Early OBDII Lotus Elise are less senstive than late
ECU wise. If you have a 2006 or newer it is most likey
going to be more sensitive emission controll wise which is basicly youre problem. Intakes and such tuning items or Exhuats can cause Check engine lights or improper fuel mixtures ..
Lotus highly tuned the 2ZZ-GE to their mapping.
How ever TRDs Exhuast Manifold was excellent on a
Japanese Toyota ECU on a ZZT231, how ever we found in
the US it was highly problematic and infact created a
power loss in a US ZZT231 as the factory Toyota Exhuast
Manifold is best for a street vehicle with no ECU
tuning.
Lotus tuned the Exhuast manifold, it is excellent.
usually a Track oriented unit is not designed for
street tuned vehicles as aposed to a Race Vehicle.
You must decide which approach is best for you
individualy.
Street daily driver
Street/Track weekend
Or Death weapon for the Track-
Last but not least: Lotus in the future will improve
Exige and Elise ECU tuning. The for late model cars you are a Drive by wire vs mechanical throttle controll.
Drive by wire cars always suffer because the componets
become more complicated and computerised defeating
objectives. Mechanical units are easier and cheaper too tune.
Dont be sad, its ok.
You can still apply ITBs to a Drive by wire car.
it requires a ECU upgrade, technically speaking
40mm is about what you would use, and for a stock ECU
you would use smaller. But this is to compansate for
air flow and match OEM Air flow specs ..
So technically yes and no.
if you can meet or match the ECUs peramiters tuning the stock ECU mechanically can be possible, but it is
to revise the ECU or go Piggy back or Full StandAlone
if this dose not effect youre ( emissions laws ).
This is why I blueprinted Camshafts, this dose not
effect OBDII or the ECU it basicly is a sport oriented
Camshafts with a stronger engaugement for VVTL-i
with more aggressive lobes that are sport oriented vs
a more economical fuel friendly design.
Their are many approachs to tuning the 2ZZ-GE
The 1ZZ-FE is easier to to use in uncapable hands.
it delivers smooth tourqe like most FE engines vs GE
engines and is very responsive. The 2ZZ-Ge is a more
complicated Animal. How ever its potential is equal if
not superior to the K seires engine.
Also you should know Lotus Approached Honda about the
k series but Honda was not intrested. Because the S2000 is closley a direct competitior of the Elise.
How ever the Lotus would ( BLOW THE DOORS OFF ) a S2000.
Toyota felt it would be good for image and as a test
bed for their 2ZZ-GE.
I could go on for hours about this.
I can say the Lotus Exige and Elise dose excellent
in the ADAC 24 and Supposedly the Owner of Proton has a Son who had a GT300 Exige based vehicle made for
JGTC/SUPER GT.
I have a 2ZZGE F3 motor I proto typed and wanted to use
as a Replacement for my Ex F3 cars 3SGE.
3SGE has too high a center of gravity also
under powerd.
How ever VVTLi is forbiiden or any sort of Veriable valve timing.
Not apobley basicly it functions in two fashions one
runs a Pair of Camshafts similar in concept to TODAs
vtech killers. And the Other is basicly a VVTLi
Camshaft with the soul intention for maxium performance
low middle and high rpm.
It basicly has Race fuel economey in mind.
And the Camshafts were ballenced for 14,800rpm measured on a ( Vibrometer ) which is used to measure vibration
in which aids you in balencing the engine harmonics.
Ok well ill write more later.
girl friend is going to kill me and Nikuma is getting
cold! =)
I was very surprised at your detailed explanation.
The topic also in Japan fairly for installing the HONDA engine. The fan to be disappointed because VTEC had not been installed was not few.
However, I actually think the goodness of 2ZZ to be a topic recently.
I did not know the difference of the specification to be that large compared with the octane number of gasoline.
Can the image of three dimension mapping of each typical version be opened to the public here?
The topic also in Japan fairly for installing the HONDA engine. The fan to be disappointed because VTEC had not been installed was not few.
However, I actually think the goodness of 2ZZ to be a topic recently.
I did not know the difference of the specification to be that large compared with the octane number of gasoline.
Can the image of three dimension mapping of each typical version be opened to the public here?
Hello Again!
Very sorry that I could not right more last night but
it was getting quite late.
First to answer youre question about fuel mapping
timing etc: Yes I can, but I am in Japan so unfortunetly
I do not have my personal ( Shop/Tuning PC infront of
me ) other wise I would be more than happy to give
exhact tuning differences and exsamples.
I can how ever go into more detail.
Exsample: In California for exsample you have ambiant
tempretures that can reach 120+ F. Let just say
in the Summer its very easy in the south to crack an egg
and cook it on the side walk.
Being the 2ZZ-Ge has a compression ratio of 11.5:1
and is runing 91 octain you must consider tuning
approach. The ECU is programed to compansate but it can only compansate with its set paramiters which are quite
exstensive.
Customers often are in a ( Horse Power battle ) thinking
that numbers mean everything, how ever this is far from
the truth. You are playing with many veriables.
Intake air flow and pressure, Ambiant air tempreture,
fuel burn charictor, exhuast flow and pressure,
spark timing which the ECU pretty much has controll over
at all times. If it needs more spark it gives it.
You must understand you are playing with many veriables.
And Lotuses Veriables are quite balenced and tuned.
So if you suddenly ulter the formula (intake or exhuast)
Problems can arise.
Lets talk about how fuel burns.
Actually people have this miss conception that high
grade fuel burns slower.. Actually it technically
burns faster ( in a turbo/high compression motor )
Lower grade fuels below 91Ron/Octain are used in
lower compression vehicles.
In America you dont see cars surpassing 9.5:1
turbos in the 80s are 8.5:1 averaging maybe some thing
later 90s reachs a 10.5:1 2000+ we returned to high
compression motors.
Low grade fuel has to quick a burn for a high
compression engine.
Exsample if you have ever run youre car ( god forbid )
on anything lower than 91, it runs the car much richer
to compansate. to protect the engine from going lean.
Depending on the car if it has learning type ECU.
Toyota and Honda both have such type of ECUs.
Also higher compression engines produce a higher amount of tempreture in which a lower compression vehicle
would not be capable of reaping benfits of a high grade fuel basicly runing rich and un burnt fuels out the
pipe.
Tuning abilities of higher grade fuels.
91 octain has its own limitations.
This being tuning of Air fuel ratios the ability to be
tuned efficiantly & increased compression and tempreture
burn charictor.
all engines seek 14.7:1 this is considerd optimized
performance and economey, how ever not for people like
us.
for a NA tuned vehicle with no compression ulterations
13.5:1/13.8:1
Remember engines by lotus, toyota, honda are meant to
meet Emissions requirements of each countrey and state
if required.
When using high grade fuel the ECU can be tuned
to have a greater range of timing advancement and
retarting. This allows you too adjust move and tune
the power band or increase the power band as well with
RPM increasement assuming componetrey capable of with
standing.
Fuel also is important on a high rpm engine.
You must consider engine tempreture increasement..
high compression or turbo equals high heat.
Back to different fuelings in different countreys.
Cars are tuned basicly to acomodate A government
regulations. Emissions. This is tuned partly by
gear ratios. which is a 50/50 in performance and
economey.
they they take Altitude and Ambiant tempreture
fuel and gearing all into consideration to provide
best tourqe and responce charictoristic.
Youed be amazed to see how the US cars run on a higher
octain. The ECU is a learning type of ECU if you drive
the car lumpy it tends to do behave economically.
Honda Vtech engines have thier own probems too.
Like VVTL-i and the 2ZZ-GE with its Lift bolts failiars and semi weakend valves in inital years of its inception
Hondas Vtech i and B18/B16 are all have potentials
to have falty solinoids.
Especially ( too those who think having Vtech set in at
a low rpm can pre maturely wear out the Solinoid.
Also the K series motor is also capable of being over
reved in a similar fashion to the 2ZZ-GE.
The difference is that HONDA has a huge AfterMarket
tuning sceen vs Toyota where as the 4AGE/16valve/20valve
or the 2JZ-GTE are very popular tuning because of big
numbers.
How ever the 2ZZ-GE is a poor solution for Turbocharging
in ( production form ) .
The major difference is that the 2ZZ-GE almost dose
the same job as the K series and its a lot smaller
in displacement. We have tested a K series Exige vs
Standard variant.
Both with revised Gearing which
made all of the difference they both matched the 2ZZ-GE
was faster side by side how ever when
( placed in un-trained hands ) the Toyota powerd plant
was tricky and required more pedel work in lowest rpms
vs the K series. How ever we weighed out both cars and
the Toyota plant is subsantialy lighter in weight.
Anyways ill try to make a Three demensional map or
rather copey of a few different applications
off my lap top but I am not sure if it can be placed
here or not.
Street
Street/Track Weekend
Death machine Racr/Spec class-
Garlic bread is waiting for me.
Ill be back later.
PS
Also different fuel manufactures use different
additives and have slightly different burn charictors.
US vs Europe vs Japan Asia/World.
I have other details and veriables I left out.
brb.
Very sorry that I could not right more last night but
it was getting quite late.
First to answer youre question about fuel mapping
timing etc: Yes I can, but I am in Japan so unfortunetly
I do not have my personal ( Shop/Tuning PC infront of
me ) other wise I would be more than happy to give
exhact tuning differences and exsamples.
I can how ever go into more detail.
Exsample: In California for exsample you have ambiant
tempretures that can reach 120+ F. Let just say
in the Summer its very easy in the south to crack an egg
and cook it on the side walk.
Being the 2ZZ-Ge has a compression ratio of 11.5:1
and is runing 91 octain you must consider tuning
approach. The ECU is programed to compansate but it can only compansate with its set paramiters which are quite
exstensive.
Customers often are in a ( Horse Power battle ) thinking
that numbers mean everything, how ever this is far from
the truth. You are playing with many veriables.
Intake air flow and pressure, Ambiant air tempreture,
fuel burn charictor, exhuast flow and pressure,
spark timing which the ECU pretty much has controll over
at all times. If it needs more spark it gives it.
You must understand you are playing with many veriables.
And Lotuses Veriables are quite balenced and tuned.
So if you suddenly ulter the formula (intake or exhuast)
Problems can arise.
Lets talk about how fuel burns.
Actually people have this miss conception that high
grade fuel burns slower.. Actually it technically
burns faster ( in a turbo/high compression motor )
Lower grade fuels below 91Ron/Octain are used in
lower compression vehicles.
In America you dont see cars surpassing 9.5:1
turbos in the 80s are 8.5:1 averaging maybe some thing
later 90s reachs a 10.5:1 2000+ we returned to high
compression motors.
Low grade fuel has to quick a burn for a high
compression engine.
Exsample if you have ever run youre car ( god forbid )
on anything lower than 91, it runs the car much richer
to compansate. to protect the engine from going lean.
Depending on the car if it has learning type ECU.
Toyota and Honda both have such type of ECUs.
Also higher compression engines produce a higher amount of tempreture in which a lower compression vehicle
would not be capable of reaping benfits of a high grade fuel basicly runing rich and un burnt fuels out the
pipe.
Tuning abilities of higher grade fuels.
91 octain has its own limitations.
This being tuning of Air fuel ratios the ability to be
tuned efficiantly & increased compression and tempreture
burn charictor.
all engines seek 14.7:1 this is considerd optimized
performance and economey, how ever not for people like
us.
for a NA tuned vehicle with no compression ulterations
13.5:1/13.8:1
Remember engines by lotus, toyota, honda are meant to
meet Emissions requirements of each countrey and state
if required.
When using high grade fuel the ECU can be tuned
to have a greater range of timing advancement and
retarting. This allows you too adjust move and tune
the power band or increase the power band as well with
RPM increasement assuming componetrey capable of with
standing.
Fuel also is important on a high rpm engine.
You must consider engine tempreture increasement..
high compression or turbo equals high heat.
Back to different fuelings in different countreys.
Cars are tuned basicly to acomodate A government
regulations. Emissions. This is tuned partly by
gear ratios. which is a 50/50 in performance and
economey.
they they take Altitude and Ambiant tempreture
fuel and gearing all into consideration to provide
best tourqe and responce charictoristic.
Youed be amazed to see how the US cars run on a higher
octain. The ECU is a learning type of ECU if you drive
the car lumpy it tends to do behave economically.
Honda Vtech engines have thier own probems too.
Like VVTL-i and the 2ZZ-GE with its Lift bolts failiars and semi weakend valves in inital years of its inception
Hondas Vtech i and B18/B16 are all have potentials
to have falty solinoids.
Especially ( too those who think having Vtech set in at
a low rpm can pre maturely wear out the Solinoid.
Also the K series motor is also capable of being over
reved in a similar fashion to the 2ZZ-GE.
The difference is that HONDA has a huge AfterMarket
tuning sceen vs Toyota where as the 4AGE/16valve/20valve
or the 2JZ-GTE are very popular tuning because of big
numbers.
How ever the 2ZZ-GE is a poor solution for Turbocharging
in ( production form ) .
The major difference is that the 2ZZ-GE almost dose
the same job as the K series and its a lot smaller
in displacement. We have tested a K series Exige vs
Standard variant.
Both with revised Gearing which
made all of the difference they both matched the 2ZZ-GE
was faster side by side how ever when
( placed in un-trained hands ) the Toyota powerd plant
was tricky and required more pedel work in lowest rpms
vs the K series. How ever we weighed out both cars and
the Toyota plant is subsantialy lighter in weight.
Anyways ill try to make a Three demensional map or
rather copey of a few different applications
off my lap top but I am not sure if it can be placed
here or not.
Street
Street/Track Weekend
Death machine Racr/Spec class-
Garlic bread is waiting for me.
Ill be back later.
PS
Also different fuel manufactures use different
additives and have slightly different burn charictors.
US vs Europe vs Japan Asia/World.
I have other details and veriables I left out.
brb.
I'm sorry the response ..slowly...
Was Garlic bread delicious?
I feel admiration for your abundant experiences and knowledge. An interesting matter is that I do not compare it with a concrete fuel. It is a difference of the map in the vicinity of the limit of the engine by a high octane fuel and a low fuel (low quality) etc.
The accurate figure did not want to learn but I was interested in the map "Differ so much".
I think that your knowledge has a terrible echo if written in Japanese. Your sentences can be understood. The English composition is not good but apologizes.
Was Garlic bread delicious?
I feel admiration for your abundant experiences and knowledge. An interesting matter is that I do not compare it with a concrete fuel. It is a difference of the map in the vicinity of the limit of the engine by a high octane fuel and a low fuel (low quality) etc.
The accurate figure did not want to learn but I was interested in the map "Differ so much".
I think that your knowledge has a terrible echo if written in Japanese. Your sentences can be understood. The English composition is not good but apologizes.
shuru-kun,
I did not quite 100% understand youre responce but
I think I got the just of it.
Yes the Garlic bread was ( Oishi ) hehe!
The map is very different.
I explained why the map is different.
The Fuel and Map tuning is different because
of the veriations in ( enviorment in which the engine
must perform ).
ECUs/Maps in Japan are tuned for Nippon standards.
ECU/Maps in America are designed to meet US California
Emissions and polution standards and fuel.
Exsample: You could take a US ECU from a Exige or Elise
and run the car in Japan/UK no problem.
How ever the ECU/Map would be optimized for Americas
standard and emissions laws.
The ZZT231/Celica GTS 2ZZ-GE for US & Japan do not
share a common ECU, infact the ECU is completely
different.
( when you tune a MAP/ECU )
( Ambiant tempreture, Enviorment, Fuel grade, Altitude )
will all play a important factor on responce and
function of the engine.
This is very important when tuning VVTL-i as a whole.
You cannot just change one or two values or perameters.
Japans ( naturnal enviorment driving style differs
drasticly ) as do youre emissions laws.
America has many elevation changes with also verying
ambiant tempretures.
This again as I mentioned before plays into youre map.
depending on which country you hale from.
youre ECUs MAP was tuned to produce roughly standard
190hp/ps + or - .
the major difference is in tourqe figures and responce.
The average individual probbley wont notice the
differnce.
How ever I have tuned and driven and owned
many vehicles with 2ZZ-GE.
US,Japan,UK,Germany..
Differences are:
Throttle responce/ off throttle corner responce, sudden
on and off throttle responce.
point in which tourqe is produced in rpm
Also how the car preforms in different ambiant
tempreture and Altitude/Elevation changes coppled to
tempreture.
Because just looking at a Map wont solve youre problems.
You must learn or understand how some thing works.
Also ECU in Lotus/Toyota are Learning ..
They will adapt to youre drive charictor.
Also depending on any modifcations the engine will
attempt to compansate.. unless remapped it can only
compansate to a point.
To the point:
If you run a JDM ECU in a US vehicle it will not
run 100% at optimized, due dynamic/ big enough
differences maping/fuel trips and so on.
Drive by wire typically is more restricted.
If you could tell me youre ( Year/Make/Model of
modifcations ). I could give you more details about
map or tuning ideas etc, Toyota or Lotus type cars.
Also Note Australian cars have huge restrictions
along with Kiwi state cars etc..
I did not quite 100% understand youre responce but
I think I got the just of it.
Yes the Garlic bread was ( Oishi ) hehe!
The map is very different.
I explained why the map is different.
The Fuel and Map tuning is different because
of the veriations in ( enviorment in which the engine
must perform ).
ECUs/Maps in Japan are tuned for Nippon standards.
ECU/Maps in America are designed to meet US California
Emissions and polution standards and fuel.
Exsample: You could take a US ECU from a Exige or Elise
and run the car in Japan/UK no problem.
How ever the ECU/Map would be optimized for Americas
standard and emissions laws.
The ZZT231/Celica GTS 2ZZ-GE for US & Japan do not
share a common ECU, infact the ECU is completely
different.
( when you tune a MAP/ECU )
( Ambiant tempreture, Enviorment, Fuel grade, Altitude )
will all play a important factor on responce and
function of the engine.
This is very important when tuning VVTL-i as a whole.
You cannot just change one or two values or perameters.
Japans ( naturnal enviorment driving style differs
drasticly ) as do youre emissions laws.
America has many elevation changes with also verying
ambiant tempretures.
This again as I mentioned before plays into youre map.
depending on which country you hale from.
youre ECUs MAP was tuned to produce roughly standard
190hp/ps + or - .
the major difference is in tourqe figures and responce.
The average individual probbley wont notice the
differnce.
How ever I have tuned and driven and owned
many vehicles with 2ZZ-GE.
US,Japan,UK,Germany..
Differences are:
Throttle responce/ off throttle corner responce, sudden
on and off throttle responce.
point in which tourqe is produced in rpm
Also how the car preforms in different ambiant
tempreture and Altitude/Elevation changes coppled to
tempreture.
Because just looking at a Map wont solve youre problems.
You must learn or understand how some thing works.
Also ECU in Lotus/Toyota are Learning ..
They will adapt to youre drive charictor.
Also depending on any modifcations the engine will
attempt to compansate.. unless remapped it can only
compansate to a point.
To the point:
If you run a JDM ECU in a US vehicle it will not
run 100% at optimized, due dynamic/ big enough
differences maping/fuel trips and so on.
Drive by wire typically is more restricted.
If you could tell me youre ( Year/Make/Model of
modifcations ). I could give you more details about
map or tuning ideas etc, Toyota or Lotus type cars.
Also Note Australian cars have huge restrictions
along with Kiwi state cars etc..
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