ericks 1985 gsl turbo2 swap build, finally happening
04-26-15, 08:24 AM
#1
turbo or bust
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ericks 1985 gsl turbo2 swap build, finally happening
Ok, this is my first build thread, I've been wanting to do one now for some time. But i just finally figured out how to install pictures on here. I picked up a 1985 gsl last summer off of craigslist, the guy said that the car has been sitting Since 2002 because it had a bad apex seal. The car is in great shape,and has no rust in the Wheel wells or any of the usual spots.I got the car home and it looked like some kind of animal shoot on all of the wiring under the hood.I fixed the wiring and actually got it running it has a very bad vacuum leak and I couldn't get it to idle.my original plan was to get it running good with the 12A,I wanted to keep it stock because it has air conditioning and it is very clean so I started fixing all of the little problems, one day I met up with a fellow forum member who gave me a box full of Nikki carbs, he showed me his turbo2 swapped fb, well that was it, the original plan went out the window. Thanks sean
. Since then I've been collecting parts to do the swap, and reading everything on the forum that I could find on doing it. So Far I Welded IN A FC Fuel Pump Mounting Ring And SLOSH Cup That I made. Cleaned up and painted the engine, rebuilt the turbo , installed new 750 fuel injectors/all 4.and started on the wiring. As soon as the thread goes through, I will add more pictures.
. Since then I've been collecting parts to do the swap, and reading everything on the forum that I could find on doing it. So Far I Welded IN A FC Fuel Pump Mounting Ring And SLOSH Cup That I made. Cleaned up and painted the engine, rebuilt the turbo , installed new 750 fuel injectors/all 4.and started on the wiring. As soon as the thread goes through, I will add more pictures.
04-27-15, 08:42 PM
#6
I am just going to use the OMP hole to return my oil. I'm kinda concerned about dumping HOT oil on the e-shaft, but I guess we'll see what happens. I also might put a diverter to keep the super heated oil from dumping on it, it is rather close to the front seal. The FC oil return has a diverter forcing the oil from the turbo return to the sump. Or I might do what everybody else does and drop it on the bottom of the front cover and I won't have to worry about such things.
^^^
As you can see I have trouble making up my mind.
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04-29-15, 07:42 PM
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turbo or bust
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Tonight I painted my water pump housing, installed pineapple racing cas cover, clear coated my racing beat mounting plate, and started making my turbo oil return line
05-02-15, 11:21 AM
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Finished making turbo oil return line, was actually really easy. Went to install it and have clearance issues, had to clock the turbo to get more clearance, did that and there's still not quite enough room to get the line on without lifting the turbo up a little bit, gonna have to grind a little off the base of the turbo, will be doing that after work
05-02-15, 10:16 PM
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Ok, I finally got my oil return line finished, I ended up grinding down the base of the turbo and the manifold. When I went to install the m22x1.5-10an adapter into the front cover , I noticed that it was hitting the oil deflector plate for the oil pump chain. So I removed the oil pan, front pulley and noticed that the thermal pellet was stuck, I tried everything to get that damn thing out. I ended up drilling a hole in it and screwing my slide hammer into it, that got it out. When whoever owned it before did the pellet mod and installed the pulley, the washers got crushed, causing it to get stuck. After getting it out I installed the Atkins rotary thermal pellet. That's enough for one night.
05-03-15, 06:06 PM
#17
You said you didn't like the super heated turbo oil splashing the oil pump drive chain. I finally made my decision on how to return the oil and incorporated a diverter. I went in the OMP and taped it with a threaded pipe. In the front cover I cut the OMP shaft hole (I don't know what else to call it), and filled in the end of the hole where the gearing would meet with the timing drive gear with JB weld. This should force the oil down and towards the front Iron. As apposed to the eshaft and front cover seal.
Next time you need to pull that thermal pellet, there is a little hole in the E shaft where you can get a hook or pick in. Its right next to the oil pump drive sprocket. a little compressed air or a hook will encourage the pellet to come out.
Last edited by Qingdao; 05-03-15 at 06:09 PM.
05-04-15, 05:42 PM
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Ah, good to know that its not a first gen only clearance issue. I'm using the factory return line so I shouldn't have that issue. God knows I've got HELLA issues getting the carb manifold to fit under the turbo.
You said you didn't like the super heated turbo oil splashing the oil pump drive chain. I finally made my decision on how to return the oil and incorporated a diverter. I went in the OMP and taped it with a threaded pipe. In the front cover I cut the OMP shaft hole (I don't know what else to call it), and filled in the end of the hole where the gearing would meet with the timing drive gear with JB weld. This should force the oil down and towards the front Iron. As apposed to the eshaft and front cover seal.
Next time you need to pull that thermal pellet, there is a little hole in the E shaft where you can get a hook or pick in. Its right next to the oil pump drive sprocket. a little compressed air or a hook will encourage the pellet to come out.
You said you didn't like the super heated turbo oil splashing the oil pump drive chain. I finally made my decision on how to return the oil and incorporated a diverter. I went in the OMP and taped it with a threaded pipe. In the front cover I cut the OMP shaft hole (I don't know what else to call it), and filled in the end of the hole where the gearing would meet with the timing drive gear with JB weld. This should force the oil down and towards the front Iron. As apposed to the eshaft and front cover seal.
Next time you need to pull that thermal pellet, there is a little hole in the E shaft where you can get a hook or pick in. Its right next to the oil pump drive sprocket. a little compressed air or a hook will encourage the pellet to come out.
05-04-15, 06:10 PM
#19
Nikki. I thought about Webber and other two barrel carbs, but Jeff had luck with his Nikki. Nikki was designed for the rotary. And I already had one (actually three). Seemed like the logical choice.
The only difficult part, so far, has been getting a manifold for the 13B to fit the Nikki. And getting said manifold behind the turbo.
How many 7's do you have?
The only difficult part, so far, has been getting a manifold for the 13B to fit the Nikki. And getting said manifold behind the turbo.
How many 7's do you have?
05-04-15, 07:07 PM
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Nikki. I thought about Webber and other two barrel carbs, but Jeff had luck with his Nikki. Nikki was designed for the rotary. And I already had one (actually three). Seemed like the logical choice.
The only difficult part, so far, has been getting a manifold for the 13B to fit the Nikki. And getting said manifold behind the turbo.
How many 7's do you have?
The only difficult part, so far, has been getting a manifold for the 13B to fit the Nikki. And getting said manifold behind the turbo.
How many 7's do you have?
05-04-15, 08:04 PM
#21
One step ahead of ya. I have a 5/8" thick flange for making a header pipe that I'm using like a spacer. I still had to trim down the edge of the cold side of the turbo to get the intake to clear. I'm using the 12A 84' intake manifold and an adaptor plate made from a 1/4" plate of steel. That extra thickness of the adaptor is somewhat of a problem, but I think I've got enough room for a little bit of heat shielding.
The cool thing about using the webber is that you can bolt the RB upper manifold to the turbo LIM. So you can use the turbo just like normal. I think you have enough room to run a hybrid turbo, but correct me if I'm wrong.
What year FC engine do you have there? Are you gonna keep the A/C?
05-05-15, 06:40 AM
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One step ahead of ya. I have a 5/8" thick flange for making a header pipe that I'm using like a spacer. I still had to trim down the edge of the cold side of the turbo to get the intake to clear. I'm using the 12A 84' intake manifold and an adaptor plate made from a 1/4" plate of steel. That extra thickness of the adaptor is somewhat of a problem, but I think I've got enough room for a little bit of heat shielding.
The cool thing about using the webber is that you can bolt the RB upper manifold to the turbo LIM. So you can use the turbo just like normal. I think you have enough room to run a hybrid turbo, but correct me if I'm wrong.
What year FC engine do you have there? Are you gonna keep the A/C?
05-05-15, 11:02 AM
#23
My oil return fitting is down on the front cover because I didn't want hot oil getting where Qingdao said. 
I also kept my OMP. And the oil return line I used was from an S4 with just an aluminum plate bolted on the end with a brass fitting and a short length of oil resistant 5/8" hose to connect to the fitting on the front cover. Seemed like the easiest way, and the result is far better than any AN setup I could have done. No need to clearance the turbo like you did.
My turbo spacer is 7/16" because I also used a 1/16" spacer (16 gauge sheet metal) between the engine and the manifold with a gasket on either side. This was to block off the thermal reactor ports in the old school rotor housings. This gives proper clearance but the manifold and turbo still needed to be ground down with an angle grinder. I could have probably done a 1/2" spacer but the FD studs I installed in the stock S5 manifold are only so long. Hmm, maybe in my next setup I'll use my 1/2" plate. It's only 1/16" thicker. I think there's enough stud for it.
Yes I had great success with a Nikki and a turbo. I finally solved the common secondary hiccup people complain about. It started out as a long 1.5 second delay when the secondaries would open in boost due to getting too much air froma leaking brake booster and not enough fuel to compensate, then down to a little hiccup like 1/8 to 1/4 second, then completely gone. If I can compensate for a leaky brake booster, then what is anyone elses excuse? The secret was in the secondary air bleeds that no one talks about for some reason. Well I just did lol. Make them small. That is all.
By the way Qingdao, j9fd3s and I finally figured out why 2bbl carbs and rotaries don't mix with boost. It is because there are only 2 barrels. It's as simple as that. This is why they never run all that well with boost. You are either too lean at high RPM in boost, but ok at low RPM in vacuum, or you're ok at high RPM in boost, but too rich at low RPM in vacuum. This is what PercentSevenC's blow through weber was like. You need 4bbls like a Nikki! He said if he wasn't living in Japan right now, he and I would be discussing his next build, and it would be with a boost prepped Nikki!
To kinda keep this thread on topic, I need to mention after the miserable weber blow through experience, he tried an FD long block with a MegaSquirt and it never ran right, so he's kinda done with EFI now, I guess. Or maybe he just wants to try something next that actually works.
I also kept my OMP. And the oil return line I used was from an S4 with just an aluminum plate bolted on the end with a brass fitting and a short length of oil resistant 5/8" hose to connect to the fitting on the front cover. Seemed like the easiest way, and the result is far better than any AN setup I could have done. No need to clearance the turbo like you did.My turbo spacer is 7/16" because I also used a 1/16" spacer (16 gauge sheet metal) between the engine and the manifold with a gasket on either side. This was to block off the thermal reactor ports in the old school rotor housings. This gives proper clearance but the manifold and turbo still needed to be ground down with an angle grinder. I could have probably done a 1/2" spacer but the FD studs I installed in the stock S5 manifold are only so long. Hmm, maybe in my next setup I'll use my 1/2" plate. It's only 1/16" thicker. I think there's enough stud for it.
Yes I had great success with a Nikki and a turbo. I finally solved the common secondary hiccup people complain about. It started out as a long 1.5 second delay when the secondaries would open in boost due to getting too much air froma leaking brake booster and not enough fuel to compensate, then down to a little hiccup like 1/8 to 1/4 second, then completely gone.
If I can compensate for a leaky brake booster, then what is anyone elses excuse? The secret was in the secondary air bleeds that no one talks about for some reason. Well I just did lol. Make them small. That is all. By the way Qingdao, j9fd3s and I finally figured out why 2bbl carbs and rotaries don't mix with boost. It is because there are only 2 barrels. It's as simple as that. This is why they never run all that well with boost. You are either too lean at high RPM in boost, but ok at low RPM in vacuum, or you're ok at high RPM in boost, but too rich at low RPM in vacuum. This is what PercentSevenC's blow through weber was like. You need 4bbls like a Nikki! He said if he wasn't living in Japan right now, he and I would be discussing his next build, and it would be with a boost prepped Nikki!
To kinda keep this thread on topic, I need to mention after the miserable weber blow through experience, he tried an FD long block with a MegaSquirt and it never ran right, so he's kinda done with EFI now, I guess. Or maybe he just wants to try something next that actually works.
05-05-15, 11:42 AM
#24
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My oil return fitting is down on the front cover because I didn't want hot oil getting where Qingdao said. I also kept my OMP. And the oil return line I used was from an S4 with just an aluminum plate bolted on the end with a brass fitting and a short length of oil resistant 5/8" hose to connect to the fitting on the front cover. Seemed like the easiest way, and the result is far better than any AN setup I could have done. No need to clearance the turbo like you did.
My turbo spacer is 7/16" because I also used a 1/16" spacer (16 gauge sheet metal) between the engine and the manifold with a gasket on either side. This was to block off the thermal reactor ports in the old school rotor housings. This gives proper clearance but the manifold and turbo still needed to be ground down with an angle grinder. I could have probably done a 1/2" spacer but the FD studs I installed in the stock S5 manifold are only so long. Hmm, maybe in my next setup I'll use my 1/2" plate. It's only 1/16" thicker. I think there's enough stud for it.
Yes I had great success with a Nikki and a turbo. I finally solved the common secondary hiccup people complain about. It started out as a long 1.5 second delay when the secondaries would open in boost due to getting too much air froma leaking brake booster and not enough fuel to compensate, then down to a little hiccup like 1/8 to 1/4 second, then completely gone. If I can compensate for a leaky brake booster, then what is anyone elses excuse? The secret was in the secondary air bleeds that no one talks about for some reason. Well I just did lol. Make them small. That is all.
By the way Qingdao, j9fd3s and I finally figured out why 2bbl carbs and rotaries don't mix with boost. It is because there are only 2 barrels. It's as simple as that. This is why they never run all that well with boost. You are either too lean at high RPM in boost, but ok at low RPM in vacuum, or you're ok at high RPM in boost, but too rich at low RPM in vacuum. This is what PercentSevenC's blow through weber was like. You need 4bbls like a Nikki! He said if he wasn't living in Japan right now, he and I would be discussing his next build, and it would be with a boost prepped Nikki!
To kinda keep this thread on topic, I need to mention after the miserable weber blow through experience, he tried an FD long block with a MegaSquirt and it never ran right, so he's kinda done with EFI now, I guess. Or maybe he just wants to try something next that actually works.
I also kept my OMP. And the oil return line I used was from an S4 with just an aluminum plate bolted on the end with a brass fitting and a short length of oil resistant 5/8" hose to connect to the fitting on the front cover. Seemed like the easiest way, and the result is far better than any AN setup I could have done. No need to clearance the turbo like you did.My turbo spacer is 7/16" because I also used a 1/16" spacer (16 gauge sheet metal) between the engine and the manifold with a gasket on either side. This was to block off the thermal reactor ports in the old school rotor housings. This gives proper clearance but the manifold and turbo still needed to be ground down with an angle grinder. I could have probably done a 1/2" spacer but the FD studs I installed in the stock S5 manifold are only so long. Hmm, maybe in my next setup I'll use my 1/2" plate. It's only 1/16" thicker. I think there's enough stud for it.
Yes I had great success with a Nikki and a turbo. I finally solved the common secondary hiccup people complain about. It started out as a long 1.5 second delay when the secondaries would open in boost due to getting too much air froma leaking brake booster and not enough fuel to compensate, then down to a little hiccup like 1/8 to 1/4 second, then completely gone.
If I can compensate for a leaky brake booster, then what is anyone elses excuse? The secret was in the secondary air bleeds that no one talks about for some reason. Well I just did lol. Make them small. That is all. By the way Qingdao, j9fd3s and I finally figured out why 2bbl carbs and rotaries don't mix with boost. It is because there are only 2 barrels. It's as simple as that. This is why they never run all that well with boost. You are either too lean at high RPM in boost, but ok at low RPM in vacuum, or you're ok at high RPM in boost, but too rich at low RPM in vacuum. This is what PercentSevenC's blow through weber was like. You need 4bbls like a Nikki! He said if he wasn't living in Japan right now, he and I would be discussing his next build, and it would be with a boost prepped Nikki!
To kinda keep this thread on topic, I need to mention after the miserable weber blow through experience, he tried an FD long block with a MegaSquirt and it never ran right, so he's kinda done with EFI now, I guess. Or maybe he just wants to try something next that actually works.
.When I get around to putting a turbo on my other car, I think I'm going to go with a boost prepped Nikki, and just sell the weber that I have, and the holley setup that's on it now
05-05-15, 01:01 PM
#25
Here are some pics when I was test fitting turbo parts to a core engine. You can kind of see the angles of the oil return line. https://www.rx7club.com/build-thread...build-1072467/
Note the aluminum plate was slightly offset in the pics. I didn't notice until after the pictures were taken. Oh well. https://www.rx7club.com/attachments/...d-img_1334.jpg
Note the aluminum plate was slightly offset in the pics. I didn't notice until after the pictures were taken. Oh well.
https://www.rx7club.com/attachments/...d-img_1334.jpg