Has anyone ever tried one of these on their 3SGE engine? I know they can be of dubious quality, but there may be something in them as far as releasing mid range torque on the GE engine.

www.mr2.com/forums/non-turbo-engine-talk...orced-induction.html

Don't see how something from an FE engine could help the power on a GE engine, perhaps the addition of a T in there or the 2.2 crankshaft on the GE.

Seriously the best way to get more out of the N/A Mr2 is weight reduction, standard OD wheels, light alloys, suspension tweaks and brakes.

Then and only then would I consider starting at the engine, or proper track-time driving lessons. The N/A is a very adequate performer IMO in standard guise.

Granted I haven't read the full thread you linked, but will try to soon, however the 5S and 3S are different beasts altogether.

Have a read at the whole thread, not the guides but the calculations near the end. The problem with the n/a on the track I have found is the long gears and lack of mid range grunt could do with improving. I am not going to start messing with gearing, but if I can squeeze a better powerband out of it then I would be happy.

Exhaust technology can make massive differences to how an engine performs through its rev range, it seems the stock exhaust manis are just accepted as the best about, but after posting on a few forums it seems it has not really been tested loads.

weeJohn wrote:
Exhaust technology can make massive differences to how an engine performs through its rev range, it seems the stock exhaust manis are just accepted as the best about, but after posting on a few forums it seems it has not really been tested loads.

I agree completly, from all I have read the best way of improving any N/A engine is to work from the exhaust side till you come out the air filter the far side.

I have been thinking about this recently subject, are you using the car for trackdays specifically.

PS will have a read of the calculations tonight hopefully.

Yes its track only, I dont want to plough a fortune into it (my Starlet gets enough of that!) so looking at engine performance upgrades that may help. Its a good engine so I dont want to split it and skim the head to increase compression for some free power so its really just bolt on stuff I am looking at. There is a good cold feed Apexi filter on it and the back box is right off the pipe where the cat used to be, the ignition system has new parts and its running sweet.

I considered moving the base timing forward a degree or 2 to see if it squeezed any more mid range out but that doesnt seem to be something people document trying, I have done it on other Toyota engines and got a few gains but not so sure it will work with the 3S, can you shed any light on that?

Advancing the timing will give you more indeed, not sure how much more or how many degrees to go, but it is the first thing I would do.

The downside as you probably know is your starting to increase the risk of knock, pinking, detonation so it would be best to up the fuel rating at the same time and make sure you don't run out of it.

After sitting in a K20 powered Elise on saturday, weight loss is the main gain. Get light wheels and tires to reduce the sprung weight. Then reduce the body in all the ways you can afford to do it. It will give you later braking points, fastest acceleration, high corner speeds and less wear and tear on the cars bits. Perhaps try smaller OD wheels to change the gearing of the car.

I had a good read of that thread you posted this evening and it looks like they are all trying to get the power up to 3SGE range, it would be expensive to change the exhausts to the figure to move the torque points in the rev band.