GR Yaris (Gen 2) GR Yaris Mk2 (MY2024->)

How can it be Toyota's fault lol. There's a reason these cars come with a 15 year warranty.

It's 100% a bad tune. And I'm 90% sure it was caused by too much torque at too low RPM.

Most "tuners" I've seen will give you more horsepower by increasing the torque to +500N/m at 3000rpm or something silly like that because the stock turbo blows strong at that rpm range.

Anyone wanting to make more power on this platform should adjust their expectations or budget 15-20k for a forged engine.
 
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boiNXTdoor said:
How can it be Toyota's fault lol. There's a reason these cars come with a 15 year warranty.

It's 100% a bad tune. And I'm 90% sure it was caused by too much torque at too low RPM.

Most "tuners" I've seen will give you more horsepower by increasing the torque to +500N/m at 3000rpm or something silly like that because the stock turbo blows strong at that rpm range.

Anyone wanting to make more power on this platform should adjust their expectations or budget 15-20k for a forged engine.
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I suspect it’s posts like this that stop people sharing their experiences.
 
Ecsrobin said:
I suspect it’s posts like this that stop people sharing their experiences.
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Feel free to post your Dyno sheet and prove me wrong lol.

I am really sorry that this happened to you, but if your engine didn't randomly blew within the first 3000km I highly doubt that Toyota is the one to blame here. Manufacturing errors with such catastrophic results manifest very early.
 
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Motec M1 Boost table. 2021 GR Yaris tune. Running 3 years to date.

Motec Boost Table.webp
Maximum boost starts at 3250 rpm.
Boost is reduced towards the Redline to stop turbocharger over-speeding.
 
Ecsrobin said:
I suspect it’s posts like this that stop people sharing their experiences.
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I'm glad you're sharing this with us, and it's pointless to make assumptions or point finger at this point. I hope your tuner can pull enough data and enough information out of the engine remains to follow the chain of events that led to this engine failure, I'm sure there's a lot to learn from this no matter the cause.
 
Sorry if I'm going off topic for a moment: what's the roof flaw that many people are talking about? I thought it was wavy because of the glue underneath, but some say the roof is crooked... what's the truth?!?!
 
Well I don't think anyone has done a Failure Analysis regarding the pistons, so we do not know the Root Cause.
 
Has Toyota any input on the piston failures?
Surely they’ll blame the owners first but must know the real cause?
 
Ecsrobin said:
I suspect it’s posts like this that stop people sharing their experiences.
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We find comfort in different places, and it’s ok to do so if it feels better for you. But it’s naive to sell that to others as the truth. Sharing is nice, misleading is not.

I’ve read the cliches about standard GRY engines failing in this dramatic manner many times, yet I’ve never seen a single case that didn’t raise questions about how “standard” the engine really was, or whether other decisions, like oil selection, played a role.

I have strong respect for EcuTek and what they are doing. That’s really advanced and difficult work. But for anyone going with their solution, I encourage reading their G16E-GTS Tuning Guide themselves to get a better idea of how confident EcuTek actually is in their understanding of this ECU. They have reversed many things, but many aspects are still not fully understood, and they are very transparent about that.

For anyone running EcuTek or tuning boxes, I suggest monitoring KCLV closely. On a standard GR Yaris, this value stays around 23–24 deg. If you see it dropping significantly, I’d suggest having a talk with your tuner about it.
 
tonic said:
We find comfort in different places, and it’s ok to do so if it feels better for you. But it’s naive to sell that to others as the truth. Sharing is nice, misleading is not.
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I’m not sure where I’ve misled? I’ve been very clear from the start that I believe I have sped up a process but I think it’s naive to think that there isn’t a weakness with the engine considering failures all on paper seem to be quite similar.

I’m not looking for sympathy or comfort (my new engine is currently in build) but I stand by what I said ref the other poster that responding the way they did is probably one of the reasons people don’t post their failures (resale I suspect another reason). The more recorded failures the more we understand and can learn from the mistakes of others.
 
My 2 cents worth.
This is my option. I do have some failure analysis relating to mechanical components. The whole piston failure regarding the G16E-GTS really does interest me.

The type of failure is unusual. I don't think I have seen piston failure like this before. The pistons look like they have shattered or exploded. I suspect a crack develops before the piston shattered.
The fact that the pistons shatter points towards how the piston is manufactured (it's a cast piston so nothing unusual there). Maybe its Silicon content is on the high side which reduces thermal expansion but reduces its ductility making it very brittle once a certain temp is exceed.
Theres on doubt in my mind that these pistons (G16E) run towards the high end of acceptable piston temps. I am referring to the crown temperature which can reach around 600 degrees C. Peak cylinder pressures may be as high as 2200psi. Pistons operate in extreme environments, so it does not much to cause a serious issue.
The fact that Toyota engineers have added 3 oil cooling jets for each piston points towards high crown temps during operation at high load. The majority of piston cooling is done by heat transfer. The crown transfers the temp to the rings, the ring s to the cylinder and the cylinder to the cooling system.
I am not jumping on the detonation, LSPI or wrong oil theory. It's not something that's convincing in my view, but?
Detonation/LSPI also always causes ring land failure. The top ring is pounded into the bottom its land causing it to fail. Something I have not seen on this engine. Google EJ 25 piston failure/LSPI.
I think these failures relates to operation temps (crown temp). I think these pistons operate right at the high end of what's acceptable and it does not take much to push pass that limit.
If you look at the way the ECU controls boost peaking around 21psi at 5000rpm and reducing to 14psi at redline points towards heat management in my thinking.
I could go on a little more but that will do for now.
 
Sekred said:
My 2 cents worth.
This is my option. I do have some failure analysis relating to mechanical components. The whole piston failure regarding the G16E-GTS really does interest me.

The type of failure is unusual. I don't think I have seen piston failure like this before. The pistons look like they have shattered or exploded. I suspect a crack develops before the piston shattered.
The fact that the pistons shatter points towards how the piston is manufactured (it's a cast piston so nothing unusual there). Maybe its Silicon content is on the high side which reduces thermal expansion but reduces its ductility making it very brittle once a certain temp is exceed.
Theres on doubt in my mind that these pistons (G16E) run towards the high end of acceptable piston temps. I am referring to the crown temperature which can reach around 600 degrees C. Peak cylinder pressures may be as high as 2200psi. Pistons operate in extreme environments, so it does not much to cause a serious issue.
The fact that Toyota engineers have added 3 oil cooling jets for each piston points towards high crown temps during operation at high load. The majority of piston cooling is done by heat transfer. The crown transfers the temp to the rings, the ring s to the cylinder and the cylinder to the cooling system.
I am not jumping on the detonation, LSPI or wrong oil theory. It's not something that's convincing in my view, but?
Detonation/LSPI also always causes ring land failure. The top ring is pounded into the bottom its land causing it to fail. Something I have not seen on this engine. Google EJ 25 piston failure/LSPI.
I think these failures relates to operation temps (crown temp). I think these pistons operate right at the high end of what's acceptable and it does not take much to push pass that limit.
If you look at the way the ECU controls boost peaking around 21psi at 5000rpm and reducing to 14psi at redline points towards heat management in my thinking.
I could go on a little more but that will do for now.
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Really interesting. Thanks for sharing.
 
Let's be honest for a moment here. Do somebody knows a tuner that assume his errors? Did your tuner say hey let's have a look here maybe the remap it's at fault.?? Cuz I don't think so.
They always find an a excuse, a part of your car that doesn't work properly....
And I know a LOT of tuners here in Spain some of them are international brands such as Revo or APR some of them are just a random guy in his room.
I live in Spain and I know some Big fail cases they always find something wrong with your car even when you show them the error on their remap.
LIke with the crew I had with my previous car ( VW Golf GTI 35th) man that was a huge mistake they had on some buddys cars leaving them with no fuel dry as hell engine about to blow... And they do this remap on all GTI 6 R platform all accross the country AND THEY DON'T EVEN WHERE AWARE OF THIS!!! a friend of mine Who really know about this told them about It... They have to recall hundreds of cars some of them past one or two years riding with the fail Lucky for them the car don't blow But don't tell me " they just accelerared the process"
This is just a business you get in : the car runs at more speed, everybody Happy once you get out don't come back with your problems...
As I said before everyone has his point of view
No hate just information
And I hope your GR come's back even greater and hopefully for millions of kilometres
😎👌
 
What would a data log show with a piston failure? I actually have an Ecutek datalog of a recent Gen1 engine failure as it occurs, if anyone's interested? I can't say its the same as other failures but 🤷‍♂️
 
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tonic said:
Troviamo conforto in luoghi diversi, e va bene farlo se ci fa sentire meglio. Ma è ingenuo spacciarlo per verità. Condividere è bello, trarre in inganno no.

Ho letto molte volte i luoghi comuni sui motori GRY standard che falliscono in questo modo drammatico, ma non ho mai visto un singolo caso che non sollevasse interrogativi su quanto fosse realmente "standard" il motore o se altre decisioni, come la scelta dell'olio, abbiano giocato un ruolo.

Nutro un profondo rispetto per EcuTek e per il loro lavoro. È un lavoro davvero avanzato e complesso. Ma consiglio a chiunque decida di adottare la loro soluzione di leggere la loro Guida alla messa a punto del G16E-GTS per farsi un'idea più precisa di quanto EcuTek sia sicura della sua conoscenza di questa centralina. Hanno invertito molte cose, ma molti aspetti non sono ancora del tutto chiari, e sono molto trasparenti al riguardo.

Per chiunque utilizzi EcuTek o centraline elettroniche, consiglio di monitorare attentamente il KCLV. Su una GR Yaris standard, questo valore si attesta intorno ai 23-24 gradi. Se notate un calo significativo, vi consiglio di parlarne con il vostro accordatore.
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KCLV???
 
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