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Started by aftermarket4x4, Tuesday, Jul 22, 2008, 09:25 AM
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again...nice! although an intercooler is probably not really needed at low boost levels. for inquiring minds, what plate are you running in your vortech FMU?? 10:1, 12:1??? also any tricks to the wastegate?? how much boost?
You should get a Boost/Vac gauge and Air-fuel ratio gauge. It is important to know what boost you're running at. I believe that G16A's would run 6psi boost safely on stock internals. AFR gauge is very important, you would know whether or not you're leaning out at high rpm,etc.Its a great project nonetheless Also, read up on this forum http://www.teamswift.net/viewforum.php?f=6 Btw, what size exhaust piping you have?Love it to see when someone turbo a G16A
Easy on the boost.This guy transplanted a 16v in his kick and turbo'd it. He made a VERY NICE exhuast manifold and made a hybrid intake. Very nice install but he ate a head gasket.http://www.pirate4x4.com/forum/showthread.php?t=315025
I was under the impression that the 16v was not the prefered motor to boost, due to the weaker internals. I know you mentioned that this motor is a JDM, and for some reason most JDM motors come a bit of the beefier side. Is that true in this case as well.My plan has been to swap in a swift GT motor (due to the forged internals) and boost it. I happen to have an extra t25 turbo laying around after upgrading to a t28rs on my mazdaspeed protege.If the 16v can handle the boost I'm thinking I'd boost 8psi max, then that would be a better swap since they are much more plentiful motors.
Done similar with a 1.3 blow through carbed with a 13b dsm turbo. That setup ran 125HP at the rear tires witch were 33" boggers. One recomendation I have is running the bov in a recirc fashion. As the pic shows it dumps to atmo. this useually causes excessive fuel on a drop throttle shift. If you think about it, the maf measures the air but then it magically disapears out the bov. The fuel still makes it into the engine though so it goes way rich. A 1g dsm BOV is a great valve at a low price and was actually calibrated to be a real recirc valve not just a pressure relief system. Also, you mentioned an safc, Useing that I would ditch the fmu. Use an appropriate injector for the HP and let it buck. A boost timing controller would also come in handy as it will let you run advanced at light load and retarded under lots of boost. msd 6btm or similar.
Really neat, I don't know much about turbo'ing, but would something like this work on a TBI motor? The little bit I've picked up on says probably not. Really makes me wish I would have done the 16v instead of the 8v now!!
I'd like to find 8 nozzle injectors for the 16v. So far every injector/s I've found suz/geo/toy range from 1 - 4 nozzle.
I wonder would one of the manifolds on Ebay for the Swift GTI DOHC head fit a SOHC 16 Valve head?
wrecking yard lincoln mark8 injectors are 24pound. about 230cc. Also score a 2 bar map sensor out of a factory turbo car, like a typhoon grand national ect. I have better luck running the safc off of a map input and calling it the tp sensor input in the safc. So your hi and lo throttle points are boost related. The bigger injectors are a set percentage larger lets say 20% for maths sake, so useing the map sensor output as the throttle scale, your hi throttle point would be be about 1" of vacume and up into boost. your low throttle point would be set very low so anytime the car is running your running into the low throttle adjustment. Then on your lo throttle scale set up the whole scale a set percentage, to start, the percentage of offset between the 2 injector sizes, or in our fictitious case -20%. Now this will give you stock (or really close to it) fueling for off boost situations. As far as on boost goes, get a wide band and tune afr accordingly. 11-1 is a good safe number on boost. Things to keep in mind on a safc.most pcms will learn o2 correction and apply it to the fuel trims. I don't know suzuki programing but I bet what it learns at idle and part throttle it applies everywhere, so you HAVE to get the idle and part throttle as close as possible so you have low trim adjustment. If you have some way of logging or monitoring this it will help alot. You can get the map sensor transfer function from a gm 2 bar (vacume to 14.7 PSI) from a FSM or online somewhere I'm sure. But a safe bet is 2.5 volts is going to be 0. Also I'd ditch the fmu as it may get difficult to tune around.Running larger injectors will require you to pull fuel in alot of places, pulling maf signal to compensate. In MOST pcms (again I don't know suki software) timing is related to maf signal. Nissan calls it TP, ford calls it load, ect. if you pull maf signal, alot of times it will cause the pcm to run off of a lower "load" table. MOST pcms have more timing at lower load, so you might run into a situation were you are running too far advanced, especially if you are running huge injectors and therefore pulling ALOT of maf signal, thus scaleing load way down.
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