i'm gathering parts to make a 6 port turbo. I got a few quick questions I could not find from searching.

1. I plan on using an Rtek, would it be dumb to use the NA ECU instead of finding a turbo ECU/pressure sensor/AFM (what else would be needed?)

2. How much shaft play is acceptable? I believe I heard it will have some shaft play when cold due to no oil. Where can I find a rebuild kit if they are available?

3. I have a full Racing Beat NA exhaust, would it be too restrictive with a stock turbo?

Thanks.

 

1. I don't know anything about the Rtek so can not help.

2. There should be some play side to side, but no end play.

3. It will be fine, but the better the exhaust flows the more power you can make.

 

I think that the RB cat back is the same for turbo and n/a. But make SURE that you have supporting mods before you run boost. Injectors, pump, the works. Remember that at the same boost levels, the turbo 6 port will have higher power vs the standard turbo engine.

 

Thank you for the replies.

One more thing, when my engine was rebuilt the builder used turbo housings since he did not have n/a housings.

I do know the spark plug placing is father on the turbo housings. Is that going to effect the engine negatively if i use the n/a ECU? (now that I think about it I guess it would make sense to use a turbo ECU.)

 

If it was me I would just use the turbo ecu, because I believe, and someone correct me if I'm wrong, the turbo ecu has capability to adjust timing better when in boost.

Its nicer to have the turbo housings, since they do not have the exhaust diffuser.

 

And no the spark plug placement on the turbo housings will not effect the engine negatively

 

Are you going to keep the NA intake or switch to a TII intake? Just out of curiosity

 

I'm not sure yet. Gotta talk to my friend who will be providing most of the parts. i'd prefer the turbo intake.

 

speaking from experience, you will have to seriously modify the turbo intake to fit.

If you keep the n/a intake you will have to build a spacer to use the stock turbo, and then possibly hammer the "frame" rail or whatever that square structural bit is that gets in the way.

 

My friend is a welder, so he may just make me a manifold to avoid all of those issues.

any flow differences between using the NA intake and t2? i assume the NA is more restrictive.

 

Modifying the TII intake is easy. Takes an afternon. http://www.aaroncake.net/rx-7/4PortLIMTo6Port.htm

Don't use the NA ECU.

 

Ah, you used epoxy, nice. I used aluminum wire in a mig welder... it sucked.

 

turbo and n/a housing use the same plug timing, the series of housings is what matters.

use the turbo ECU, i don't think Rtek can modify a non turbo ECU to work for you as they do not gut out the whole thing i don't believe. for confirmation ask Rtek directly.

turbo shaft lateral play is generally acceptable to the point that the blades start to come close to touching the housings, thrust play in any form is not acceptable.

 

swap the pressure sensor and MAF out with the ECU for the TII. dont forget the injectors and running the oil lines for the turbo. you need a sandwich adapter for the oil filter

 

I read something about adapting the NA wire harness? What is that about? also, do I need knock sensors with the stock ECU? will it give error codes?

Here is a list I found that someone compiled:
-S4 Turbocharger and wastegate

-S4 Turbo Manifold

-Corksport Downpipe

-HKS SSQV Blow off valve

-S4 T2 LIM

-S4 T2 UIM

-S4 T2 Throttle Body

-S4 T2 Throttle cable

-Godspeed front mount intercooler

-S4 T2 550cc injectors

-walbro 255lph fuel pump

-Stock S4 T2 ECU

-S4 T2 AFM

-S4 T2 pressure Sensor

-S4 T2 Knock sensor

-S4 T2 fuel rails

-Air raid cone filter

-Ebay fmic piping

-Greddy turbo timer and harness

-All new gaskets for everything

-Stock s4 T2 oil/water lines modified to work on N/A

-Racing beat oil filter pedestal

 

disregard that post. i just found your na-t forum. i'm going to read through that. im sure it'll find my answers.

 

I just started tossing this idea around in my head and was wondering if the aux ports or VDI would be a moot point with the addition of a turbo? Would they even properly function?

 

Aux ports are awesome with forced induction. In fact, I am of the opinion that the ideal evolution of the turbo 6 port is a small and responsive turbo coupled with working aux ports and nice long runners. This is how I am building my Cosmo.

However, since this requires a custom everything, it is beyond what most people are willing to do.

 

Well that makes thing very interesting for me.

I have RPM activated aux ports via a small vacuum pump. I could retain them if I built a custom exhaust manifold moving the turbo towards the front of the engine bay to leave space for the stock manifold.

Would that be "ideal" with a stock turbo since it is fairly small?

What is the advantage of the aux ports? I assume better low rpm power?

I think I may do this and document it.

 

In this one instance I'm not going to reveal too much about my plans, because it will be unique and I want to show it on one of my Cosmo videos.

But yes, you'd have to build a manifold to move the turbo out of the way. Then use boost pressure to actuate the ports.

The stock turbo is small, but it's just so ancient and crappy. I'd never use it, nor would I recommend it be used especially because the flanges are proprietary.

 

Using boost pressure is a interesting way i was thinking rpm threshold (while reading this). Aaron you are using a MS it should be easy. That way no matter how much boost your runnig it will always open at the same time.
Just my 2 cents.

BTW wouldn't this be like a twin scroll but in the intake instead of in the turbo.

 

Basically just use a spare output on the MS to control a solenoid that supplies boost pressure to the actuators.

Now there is a little bit more to it then that but I'm not going to go into details since I want to be the first. But look at the FD turbo system and you'll see some clues about how to control actuators "reliably" with boost pressure.

 

the FD uses boost pressure to pressurize the actuator's canister then an outlet from the actuators goes to a solenoid which vents a small amount of pressure via duty cycling to atmosphere to regulate the diaphragm.

 

Did Ben just reveal your secrets to the world Aaron?

 

doubt it, it's overly sophisticated as the valves don't need duty cycling unless Aaron believes that partial valve opening has any real benefits and adjusting the system to time the opening would be a nightmare.