Quote:
Originally Posted by regal
I'm not an expert. If I knew how to fix the issue I would. I am purely speculating at this point just like everyone else, the difference is a admit it, instead of claiming some obscure south African calibration of unknown source fixes the issue. We need solutions, not posturing and not denial, and not liars telling people the issue is fixed..
One hypothesis comes straight from Toyotas paper on the development of the D4-s. Which I have linked and copied several times (its a sticky in the engine subforum.)
Basically if the Port/DI ratio gets too high Toyota says the injector can get too hot (>150C) and deteriorate so when the paper was written port was turned off at WOT with d4-s.
With the FA20 port is not turned a off at WOT, assuming that a coolant passage was enough to keep the DI injector cool, possibly not enough cooling is happening and the cyinder head needs improved.
Being an engine builder perhaps you could add your own speculation? Have you looked at an FA20 head and seen the coolant flow in relation to the DI injectors, do you have any suggestions ?
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I haven't seen the coolant passage design on these heads. To be honest I don't want to delve into speculation on this as like you, I admit all of it is pretty useless. Until someone gets adventurous with their engine and posts the results we are truly throwing axes in the dark. Unfortunately I currently don't have the funds to be the adventurous one (Damn university)
Quote:
Originally Posted by regal
Good point there seems to be fairly widespread agreement that the oil temps get too hot even with the stock car (one of the few things this forum agrees on.)
DI is a new realm for "engine builders" and all of us. I guess we shouldn't be surprised that Subaru has dropped the FA20 in favor of their own FA20DIT before the FA20 even finished its freshman year. Turbos really help DI engines meet that compromise of tuning for power, emissions, and reliability.
Hopefully with the help of the internet we will get resolution from Toyota. With CSGmike's story of two engines both failing for the same problem and subsequent warranty denial there are a lot of others out there with this issue but they can't be vocal for the fear of warranty denial, that's why this forum has been fairly silent about the issue.
Until then I am parked and man it sucks to drive my Yaris after driving the wonderful FR-S for almost a year  Without a doubt the FR-S is a $10k better car than an econobox, as long as Toyota nails reliability on the engine this car will be a huge success. |
Another worthwhile post. You described the situation perfectly. (No sarcasm FYI) Once I can get SCCA to amend the regulations for STX class to allow an oil cooler, i will be going down that route immediately. Until then all I can do is try to take it easy.