89fc3sgtu

iTrader: (3)

i have an s5 with about 50k on an oem replacement, i want to do a 6 port turbo running all s5
4x550cc turbo injectors
warblow 255 fuel pump
turbo secondary fuel rail
turbo upper and lower port matched intake manifolds
stock top mount intercooler
stock turbo
stock down pipe
n370 ecu
n370 maf meter
n370 map sensor
oil supply from oil filter sandwhich
oil return front cover
coolant supply high pressure side of heater
coolant return low pressure side of heater
greddy bov

now it is an s5 where should i put the timing for this setup or will stock be fine?
and is there anythings i missed that i need to do?

jjcobm

iTrader: (18)

Using a stock n370 ecu will only leave you with stock timing maps.

arghx

iTrader: (3)

install the crank angle sensor into the correct position and then get an engine management system that will allow you to adjust timing

89fc3sgtu

iTrader: (3)

i was just wondering if stock timing would be fine with the n370?
im just not sure where the timing should be at and im only going to run stock boost

arghx

iTrader: (3)

um, maybe? Do you want to risk it? it's your motor bro

Follow the factory procedure for installing the crank angle sensor. Line up the marks according to the factory procedure.

89fc3sgtu

iTrader: (3)

crank angle sensor is alredy in my engine and works fine

my engine is running stock timing right now, do i need to retard the timing for boost or not i want to know for sure before i bolt the turbo on
i know you can use stock timing on an s4 but mine is an s5 which is why im asking
searched and all i can find about timing is for an s4

Mafgar

do not use the turbo maifolds for your intake its a waste of your time because you might as well do a full tII swap since your throwing away the ability to tune your intake as well not to mention that the aux port close is far FAR after that of the turbo if you dont have your inserts your going to have terrible drivability with a large turbo lag due to the inability of your engine to create power in the bottom end with extremely low intake velocity.. anyways it takes about a half hour to create an exhaust maifold from scratch that will allow you to run your stoke maifolds with aux sleeves in and because you need a fuel comp anyways get one with an aux line and put stepper motors on the ports so that you can tune them using the comp based on map load and you'll end up with a far better engine than that of a TII.

jjcobm

iTrader: (18)

You are running high compression rotors on an ECU that thinks it has low compression rotors. Really, I wouldn't even be bothering with the stock ECU with your setup, but if you want an answer to your question here it is:

Search around the threads about people building 6-port turbo engines with stock TII ECU's. They start along the lines of "oh wow this is so cool I told you guys it will run with stock TII ECU" and ends up with "it blew up, I don't know what happend, I am rebuilding and trying again".


So you are telling the OP, keep the N/A manifolds in a 6-port turbo. Ok I agree with that. Next, he is running boost, how can the stock N/A ECU run the engine properly this way now that he has a turbo. I guess at least he will have functioning 5/6th ports! Unless he figures out some other way of operating them (which is possible) without the N/A ECU and ditches the stock TII ECU or at the minimum have a stock TII ECU with adjustable parameters and figures out the port actuating part, using the N/A manifolds is going to be a pain in the butt.


Really? And the TII having lower compression rotors than the N/A has far better low end power right? I can't argue with you though that having functional auxiliary ports will help it get up and go even more.

Half and hour to make an exhaust manifold for someone who probably hasn't ever done one? If that were true, there would be mass production of 6-port turbo exhaust manifolds and no one would be having this conversation right now. Either you have been fabricating for a while now, or you have never fabricated.

Sorry, I don't have anything against you, I just hate how these post always end up turning into miss-information.

hiroichi1515

iTrader: (17)

Very true , but my case was too much boost. Boosting on with a boost leak at 5lbs to 7lbs for a month or two then fix the leak and hit well over 10lbs in 3rd on the highway (forgot I fixed the boost leak). After I shifted no more motor. This was s4 6pt with the stock ecu.

Since then i have rebuilt the motor and swapped to and rtek 2.1 for timing adjustments. Turboing an s5 n/a motor I wouldn't bother driving until you have a way to adjust timing. You will kill it and prolly get the urge to quit because all of the months of time and money gone in 20 seconds.

arghx

iTrader: (3)

If you want a motor with 9.4:1 or 9.7:1 rotors to last, you need an engine management system that allows you to accurate adjust timing. That means Rtek 2.1 at least. I have actually circulated Rtek 2.1 timing basemaps for 9.4:1 and 9.7:1 rotors, they are in the Rtek section. With stock turbo an Rtek 2.1 should be fine.

RotaryEvolution

iTrader: (30)

retard the timing a few degrees, an engine management system isn't necessary. the timing will be slightly retarded out of boost but it won't be severely noticable with the turbo kicking in that much sooner with the high comp rotors.

89fc3sgtu

iTrader: (3)

but how many degrees should i retard it

RotaryEvolution

iTrader: (30)

5 degrees on the moderate side, 8-10 on the conservative side. the more you retard it the less responsive it will be taking off from stops.

89fc3sgtu

iTrader: (3)

alright thanks man
anything else i need need to do