The turbo used is a SINGLE Hitachi Warner (KKK) K04… the turbo is tiny. Around the same size of the TDO4 on the wrx.
The car isnt going to have any top end with such a small snail.
Im also not a fan of direct injection. It makes tuning overly difficult. And although the technology is “new” it does not make it better for making power.
Direct injection suffers MAJOR physycal limitations with high RPM fuel delivery. The window in which the injector can inject fuel and still be in sync with the motor decreases expotentially as RPMS rise.
The time that the injector has to inject fuel is dictated by the time of the compression stroke. The problem is the time of the compression stroke at 6000 rpm is half as much as it is at 3000 rpm. Because the motor is spinning twice as fast.
It is compounded by the fact that the injector MUST stay at idle during the intake, power, and exhaust strokes. This is wasted time.
So basicly you end up with a fuel delivery system that is capable of delivering EXPOTENTIALLY LESS fuel when fuel is needed the most at high rpms.
If you want to run a shitload of power at high RPMS the injectors will probably need to be the size of a bus.
Thus is why F1 cars any pretty much any high tech gasoline/ meth racecar that uses RPM to make power still use port injection. Port injectors can go 100 percent IDC and follows no timing window.
I suppose you can run additional auxillary port injectors but then you run into the problem of the compression being to high for port injection. The heads and pistons also have no considerations for port injection (ie. quench area)
An intresting concept is twin injection… Toyota has realized the limitations of direct injection alone and has desgined a motor that uses both direct and port injection to provide the best of both worlds.
The 2GR-FSE engine used in the IS350 incorporates Toyota’s D4-S twin injection system. This system combines direct injection with traditional port injection.