Hey all

i have been looking at alot of the weekly NA-> Turbo threads and the issue of the turbo spooling up real fast seemed to be a popular topic in them. and some said that it would cause a problem with how fast it spooled up. but none of the topics actually say what the problem is, and/or how fast the turbo spools up. so can someone clarify:

1. how fast the turbo spools in an NA turbo
2. What problems would be caused by the turbo spooling at this RPM
3. what can i do to counter the problem (if any)

thanks

 

Are you keeping the NA motor or swaping to the turbo model?

I have no idea how fast it's gonna spool on the NA motors. The one problem I can tell you is that if the turbo spools too quick you could have a problem with traction.

 

Instantly.

None, though it can cause you to burn more gas then necessary on the highway if you happen to always be in boost. I did not have the this problem.

Let off the throttle a little?

 

so it spooling up quick is a good thing right? and say the S4 na rotors are in the TII engine/car can i use the stock ECU? or do i have to buy some helper electronics for it to be properly fueled?

 

I would strongly recomend to go standalone fuelmanagement for it to work properly. The standard NA ecu isnt ready for the turbo and the T2 ecu will not cope the increased compression with the NA rotors.

 

What other electronics do you recommend, everyone says go standalong go standalone, but no one ever says what KIND. Arron your still using the Stock ECU right? and just like an SAFC on the side right?

 

why don't you just use the turbo 2 rotors inside a n/a block? and just use the turbo 2 electronics. i've been thinking about doing it myself. the n/a blocks with working 6 ports and VDI would be a kick *** turbo set up i think.

 

The 6 port turbo would really be overkill and probably unecessary.

 

If you are going to turbocharge the NA car, then you can get by with the stock NA ECU and an S-AFC. If you are putting high compression rotors into a TII, you could probably get by with the S-AFC as well.

However, as in any NA->turbo conversion, I always recommend starting with a standalone. In the case of a TII swap, you eliminate all that 20 year old technology, and a marginal wiring harness. In the case of turbocharging the NA engine, you start out with an ECU that understands boost, as well as replacing that worn out harness.

I am partial to the Microtech, which I will be running in my car once it's done. In fact, my shiny new LT-8s just arrived last week.

 

isnt the Lt-8 insanely expensive? and do i need any tuning experience with it? and whats a good S-afc to go with?

 

Nope.

Definitly.

There's only the one made by Apex'I. Either generation is fine. The HKS units go by other names...

 

The reason no one ever says 'what kind', is the fact that they all do basically the same thing, and they do it (more or less) equally well. Its just like finding a girlfriend: you can chose your own, or let your sister set you up with one of her friends. Whatever works for you.

IF you are going to tune it yourself, then get the one YOU like best. If you are going to have it tuned, then get the one your TUNER likes. (A good tuner should be able to tune any EMS once he is familiar with the interface, but whatever. Some have better software, some are harder to dial in perfectly than others).

I currently have a Wolf3D. I could say, get a Wolf. But even I am contemplating getting a Haltech this time around....mainly because of price.

 

In the case of turbocharging the NA engine, you start out with an ECU that understands boost, as well as replacing that worn out harness.



how about using the tII ecu with the safcII. would that be ok with the turbo'd n/a?

 

Is having the 5th/6th ports removed (actuators and rods etc) on a turboed n/a , is this bad or good ? And what exactly is a vdi ? will getting my 5/6 ports removed eliminate the vdi ?

 

The turbo will build more low/mid torque, even with the 6pi removed. Also, removing the sleeves will allow more air to flow at higher RPM, so you're better off just removing them. You won't miss the torque since the turbo will build more.

VDI varies the intake runner lengths on S5 engines...It runs off of a seperate actator than the aux. ports.

 

N/A motor with a turbo or Turbo motor with N/A high comp rotor people........ porting your wastegate is a must unless you run a restrictive exhaust system and TID.


~Mike..........

 

What the hell does the computer (ECU) know about compression? I dont recall there being a compression ratio sensor???

Higher compression N/A engines will spool a turbo faster because of increased pressure in the combustion chamber thus more exhaust flow at lower RPMs, this is a GOOD thing. But with higher compression (and more air) you need increased fuel management, the stock computer will not be able to add enough fuel on it's own but maybe just add on a piggyback?

-jb

 

There are many differences such as sensor input (some dont work with CAS like the Wolf without lots of mods), ignition output (some dont run the L/T split-timed ignition), sequential injection, wideband input some dont do it at all, datalogging most dont do this stock including Wolf & Microtech.

I'm going with the AEM, it costs a little more but it does datalogging, wideband input, works with stock CAS and will run the stock ignition and sequential injection. I also like very much that it's American made and if something fails I dont have to pay $200 to ship it back to Australia like the Wolf, Haltech, Microtech & etc.

There's always a compromise though.

-jb