I was talking to a shop that just deals mostly with rotaries, and I was asking them about simply putting a turbo on my rebuilt 13b n/a.

I was told that the n/a motor has a tendancy to crack close to the oil filter. some cars were a sucess and others would crack after a few weeks.

Anyone heard of anything like this?

 

Nope....


I have done this in the past and I got away with the Turbo N/A thing just fine.

just don't go crazy with the boost. I ran stock boost pressures for a TII.

 

Yes i have heard of this happening before. chuck8313BTSDS had a big ol turbo on a couple of his N/A motors and had same problem i believe. Back plate developing a crack. Shoot him a pm and ask him about it.

 

I had that happen when I decided on too much-16psi! Reckless I guess! LOL!!!! Later on, I believe most of the problem was not the boost, but timing to ambitious. And, possibly not rich enough, and maybe more intercooling capcity was nessessary. But I think timing was most of it.

Now I have a streetable 12a streetported with S4 turbo running awesome at 8-9psi. I'm keeping it under 12psi though, and won't go past that as a pre-caution.

 

Yes, that's where they usually crack. The later turbo engines have more cast iron steel back there for reinforcing.

That's the area people "pin" the engines to allow more boost.

It's usually a problem with engines in the 425hp+ range, running large boost.

You can run a Turbo on an N/A block without a problem. Just tune it will, and be realistic with power expectations.

At low boost on my car, it made 315 really, really safe HP. The car is a beast at that HP level already.

You don't need 500 hp on an FB.

 

Thanks for the replies, but now I have more questions...

I have a Gsl-se so i'd have to get another set of injectors. What could I use to control them without going full standalone. And what power numbers could I expect?

I have a spare S4 turbo which will be ported like the S5.

 

You can use as HKS AIC (additional injector controller). Greddy has one also but I forgot the name. You should get 250 HP easily but that all depends on boost and tuning.

 

The HKS AIC's are notorious for faling to work at the worst times, causing engine failure.

 

Seriously??? I was going to put one in!

 

haltech has the F9 unit and microtech also has one

 

I used HKS AIC units since it first came out.
that funny.......I NEVER had that problem of FAILING.
u must not have it tuned right.
u know that the AIC does not adjust itself. for example,
if u tuned it at 70*f, and if the temp drops to 60*f,
u gotta readjust the AIC.
this is why the AIC does not work for a lot of people.
the unit works if u know when and how to OPERATE it.

 

u felt the STING from a car with one! it wasnt even tuned to its FULL potential.
the HASSEL is the adjustments. once u get it down, write the #s down adjust them according to temp change.

 

The F9 is now the F10 but it's a complete stand alone designed to work without any other engine management computers. Haltech also makes an F5, which is meant to be used in addition to the car's current ECU.

"The F5 Series
The HALTECH F5 is a supplementary fuel injector computer designed to control the fuel delivery of an additional injector or injectors fitted to an engine’s fuel system as part of an after-market turbocharger or supercharger installation.
Without additional fuel delivery it is likely that the engine would ‘lean-out’ under higher boost pressures as a normally aspirated car’s fuel system is not designed to deliver additional fuel required once the engine is boosted.
The F5 System is totally independent of the standard fuel system. This makes it universal to most turbocharging or supercharging installations.
The F5 senses two engine parameters and actuates the supplementary injectors accordingly.

These parameters are:

Engine RPM:
The rpm trigger is taken from the negative side of the ignition coil. For every 2 coil discharges the F5 computer actuates the supplementary fuel injector once.
The fuel delivery is therefore tied to engine rpm. As the rpm doubles for constant load, the number of injector actuations doubles and so the additional fuel injected doubles.


Engine Load:
The engine load is proportional to the amount of air/fuel drawn on each intake cycle which is turn proportional to the pressure in the inlet manifold.
The F5 measures the pressure in the inlet manifold and therefore has feedback relating to engine load which it uses to increase the rate of delivery of fuel as the pressure increases. "

 

And always carry a thermometer? kinda joke but kinda serious too.

 

Man you got lucky, I am glad it worked out in the end.







Seriously, you are one of the few without a problem. How much Boost are you running? EVERY single person I know who had one, has removed it completely and replaced it with a stand alone, or ran of a carb only. They were notefficient enough, and also caused a stumble when they kicked in.

They are a band aid, when you need open heart surgery.

 

I'm planning to run the AIC as a helper since I already have the FMU. I think people using AIC as the sole fuel enrichment have problems.

I don't know why Goofyrotor posted here, he has a slow 3rd gen!

 

what would I do about the ignition/timing since the N/A advances underload?

 

You can run stock ignition for up to 7-8lbs. Anything beyond that you should use MSD BTM or a locked dizzy.

 

 

I don't know why Goofyrotor posted here, he has a slow 3rd gen!


okay....u asked for it webboy.
JEALOUSY is a UGLY thang!
next time we're RACING for money.NO MORE FREE BEES
how many cars do u want, i'll make it fair.

 

 

[QUOTE]Originally posted by web777
[B]I'm planning to run the AIC as a helper since I already have the FMU. I think people using AIC as the sole fuel enrichment have problems.

welp, i'm using it as a sole fuel enrichment.
the thing bout the AIC is, it does NOT adjust itself
to compensate the air temp going in.
it will be a problem for web777 , TUNING is a difficult thing for u.

 

AIC is good if u know what each adjustments does.
the thing is, u have to drive and adjust.

of course, if the unit kicks in too soon, too rich
kicks in too late, too lean
gain control the fuel
same thing, too high ,rich
too low,lean
stumble is due to incorrect adjustments