Yeah, what he said. If you already have a 4 port block, then use it.

 

so you are suggesting that i use the current ex manifold and port match the s4 int manifold and not be able to use the aux ports?! what kinda bottom end response will this yeild me.

 

I don't know if I've suggested anything...

Wait, I suggested you use the 4 port block that you already have.

If you want a suggestion, I suggest you make a totally custom turbo manifold to move the turbo out of the way of the aux ports. That way you can keep them functional.

 

and if i do that, then i am going to have to cut into the fender well, correct?

 

Make a top mount. That would be crazy. And in my opinion, awesome.

 

just checked out japan2la manifold and from my understanding, on top of the lim, i will need uim, tb, turbo cable and turbo wire harness for throttle body sensors? what about fuel rails, are n/a rails efficient?

seems to me like a bunch of headache, might as well get a custom turbo manifold so it clears the na lim and slap a t04b on that bitch .... but then messing with custom downpipe and tryin to match it to the rest of my RB stuff is something i dont want....

i am looking for as less headache as possible..... aaron, were you making a "turbo kit" for n/a guys? or its a rumor i heard on these forums.

 

is there a performance advantage to turboing an NA vs a T2?
what advantage would have 5/6th ports on a turbo add?

 

Extended port timing
Higher Compression

 

Boost > compression

You won't be able to run nearly as much boost on a 9.7:1 engine that you would on a turbo engine with lower compression. The ports are obviously different as well, but thats going out of the area of my expertise.

 

okay, but 6 ports = more flow than 4 rite?

wouldnt that also mean more power as well?

 

sorry, for being out of the loop for a while. I got my hands on a 1991 coupe and am in the process of swapping my suspension and radiator and what nots. I got a plan for truboing this thing and i will let you guys know when im done or have any questions.

 

http://forum.teamfc3s.org/showthread.php?t=37694

 

What about the fuel rails. Can you just throw the 550cc injectors in the NA rails with N/A FPR or do you need a different pressure regulator?

 

You know, that's actually a very good question.

The injectors do fit, but I have never measured the stock NA FPR rise with boost. Now that said, I have use the FPR under boost before and didn't have any issues.

 

all in all though, is it cheaper to do a 6 Port turbo? cause i myself is stuck between a T2 and 6P

 

Almost every is better off doing a TII swap instead of a turbo 6 port from a number of different standpoints. As for cost, each one depends on where you get your parts and how you handle the labour.

 

ok im just trying to get some info down on all this but here it goes.

i have a blown TII engine with all accessories and a perfect turbo. the engine is mixing water and oil on a massive scale and sat unused for 13 years.

I am trying to make my very slow N/A faster but i have a very small amount of cash how would the TII swap come out better for me? it would cost me at least 1400-1500 to get the TII rebuilt and a tII to na driveshaft is like another 300 so that is 1800 that i would not spend on the na turbo build and i do not plan to go past 6psi on boost so i dont think reliability would be too big of an issue. i have the tools and the people to make custom lines and get custom fittings with no problems and i already planned on getting a new exhaust and a fuel comp so would even in my case the tII swap be better??

 

Aaron, i dont know why but i always tend to assume people tackling this can run wires, weld, run a dremel/grinder/tap and can source stuff.


And yeah, +1 for TII swap. Why?

Because ALL the parts you'd probably end up getting (if you're in a hurry and want stock stuff) are included in your swap kit from anywhere from $800-1400 shipped to your front door.

Now, if you have ALOT of money into your six port motor (i know i do) then it becomes practical from a financial standpoint.


It is **** easy though. And you can also source your turbo coolant from your bac lines. You can get an oil filter sandwich plate and a bulkhead fitting for the oil duties.

Aftermarket boost gauge and wideband SHOULD be purchased but aren't needed.

FCD is definately needed. Why? Fuel cut is SATAN.