![]() Also, with the accelerator on the floor, fuel injected is maximized, and over-fueling occurs. The moment the accelerator is pressed fully, the vacuum falls to zero, and air induction force is minimized. However, the vacuum is the only force that draws air into the engine. In a petrol engine, when the accelerator is pressed more, the vacuum in the engine manifold drops. The result is wasted fuel, increased emission and foot fatigue for the driver. So, often the accelerator has to be pressed deeply to allow more air into the engine to induce a gear shift down. This also makes downshifts more difficult, as the engine requires more air for higher rpm in a lower gear. Some fuel is wasted, often in the form of emissions.Ī shortage of air causes automatic gearboxes to shift up too soon, because in a higher gear, the engine requires less air. To create more air suction, the accelerator has to be pressed more, causing more fuel to be injected, resulting in over-fueling that can cause hesitation, and even knocking. Not only is air velocity through the air filter not as high as it can be, the gaps mean some of that air will not enter the engine for combustion. Why is this so? From our experience fixing the Surbo on cars over 17 years, we have found the following:ĭue to gaps along the air intake and connected tubes and chambers, possibly due to wear and tear, imperfect design, or third party servicing or modification, air suction is not entirely directed at the air filter. In normal cars, it's often quite difficult to achieve the claimed performance or fuel economy figures. How can the Surbo be so effective? Understanding your vehicle More.įor the diesel version: no diesel black smoke because the accelerator is pressed only halfway for the engine to reach the rpm red line, and better load capability.įor the turbocharged version: reduced turbo lag, and ability to anticipate the turbo. ![]() More.įor the manual version: achieving rpm limit with just 1/2 throttle, and even higher revs if the rpm limit is removed. Less CO2 output due to less fuel input required for the same rpm.įor the automatic version: instant take off from standstill with no torque converter slip due to increased torque, higher revs in D mode between 4500 rpm to red line depending on gearbox, and easy gear kickdown. Higher top speed by up to 30 kph (as reported by customers). Higher rpm capability, more torque and bhp over wider rpm range.Īcceleration time from zero to 100 kph cut by 1 second for faster models and up to 3 seconds for slower models. ![]() Driven faster, it brings the engine to its rpm limit with just 1/2 throttle! You'll never have to floor the accelerator again!ġ0% fuel saving on average due to less accelerator pressure required for the same speed. He replied, "Very well, in fact."ĭelivering improved air suction and raised air compression, the Surbo (air suction turbo) brings increased engine torque, resulting in a light feel accelerator action, for brisk cruising and fuel saving. The air filter is put back afterwards.īelow is a testimonial from a Mark X owner for the Surbo5, when asked if it worked for his car. Photo below shows Surbo5 installed on Toyota Mark X. The split-and-fold rear seats provided direct access to the trunk room, and the front seatbacks could be laid flat to form a bed together with the rear seat cushions.Surbo, the affordable turbo for Toyota Mark X ![]() Also available was the function to automatically direct the low-beam headlamps to the direction the vehicle was being steered. The transmission was either a newly developed 6-speed automatic (for FR model) or a 5-speed automatic with quasi-manual gear shift features (for 4WD model). The available power units included two V6 direct injection gasoline engines: the 3-liter 188 kW (256 PS) 3GR-FSE and the 2.5-liter 158 kW (215 PS) 4GR-FSE. The drivetrain configuration was either FR or full-time 4-wheel-drive (4WD). The exhaust outlets were integrated with the rear bumper and became flush with the body - a design approach that was never before attempted in a Toyota sedan. The combination headlamps featured high/low beam lamps and a fog lamp in a linear layout, giving a sporty and dynamic feel to the front view. Its short front overhang was characteristic of the front-engine, rear-wheel-drive (FR) configuration, giving unique body proportions. The height was 25 mm lower than that of the Mark II. The wheelbase was 2,850 mm, the same as that of the 12th-generation Crown and 70 mm longer than that of the ninth-generation Mark II. The platform of the 12th-generation Crown (released in December 2003) was modified for the Mark X, significantly reducing the weight to improve the driving performance. The Mark X was introduced in November 2004 as a new line to succeed the Mark II, one of the best-selling lines of Toyota. ![]()
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