New thread for members to help me along with my Turbo build. All and any input will be appreciated. You know what I think of Corkys build, performance and time frame.
This is not what this thread is about. I'm going another route and with your help I can get this one completed.
I am thinking of a separate oil cooler and pump just for the Turbo. It would hold about a quart and be housed down closer to the turbo. Would it work? thoughts on this.
thanks

 

Twere it me, I'd lose the fog lights and use one of those openings for the oil cooler coil.
might even be good to locate the pump and tank ( and temp sensor ) nearby also, connected back to the turbo via SS lines.

 

Thats what Corky was originally planning. Housed right next to the turbo. I think it could be done you just need to find the room.

 

We don't need no stinking oil!

E46 Turbo 330Ci ZHP » Comp Turbo Oil-Less!

 

Darn it , I already have my turbo sitting at my fabricators. That would have been the way to go. I would not have needed a oil pump, oil lines and labor and it would be a considerable cost saving.

General question:
What do you think of using the stock muffler for the turbo by cutting it open and taking the insides out. I like the appearance of the muffler and tips on there now. Do you think it would work?

 

To have been so far apart on the BEGi thing.. looks like we're on the same page.. LOL

Don't know how much the oil less system is .. but overall I'm thinking it could very well be worth it by the time you finish making room and running lines and pump and getting turbo setup to drip the oil (gravity feed) out properly.

And thoughts of muffler.. well not impressed with the BEGi solution and minimum was going to be restore tips, and thoughts of gutting the muffler were in the back of my mind!
Seems to have worked well for others under "stock" conditions... backpressure will be reduced, so I'd think it would be a feasable option.

Have you decided on an approach for tuning yet? With the other members that have attempted turbo and dead ended there I really think a thoroughly researched setup is the first place to start...?

 

I agree..that is where I started. I have a Tuner lined up, don't want to bring him into it yet as I am doing the build and don't want him to ware it if things don't work out because of my doing. Hope everyone can understand this..But once it's running I'll broadcast it on my soapbox like CNN.

 

Hah.. for once I'll be glad to see you on your soap box!
Looking forward to the day..

 

I would love to hear the results of what it takes to get fueling handled. The rest is easy peasy, make stuff fit in the space available kinda work.

 

Fueling should be a piece of cake. With injectors and fuel pump, mine's able to feed an army.

 

Im only concerned about the NA controller/6 speed combo being able to handle the boost without major hackage. Reliability is my concern, even more important than power.

 

I'm hoping my existing fuel pump will handle it, if somebody knows the flow rate it would help. I think the SRT injectors will handle the fuel at that end. I know the PSI of the fuel pump but I don't know the flow rate. I'm going for a small amount of boost. . I 'm not trying to reach SRT horsepower , I believe more boost ,more problems. I'll leave the higher boost up to the Hot roders.
Maybe someone with the knowledge can chime in on the fuel rate?
I'm also concerned about the beer flow rate it is going to take to keep my Fabricator productive.

 

SRT injectors will be fine Im sure. Low boost and you should be fine too. I'm very interested in your build it will help alot with mine (I get to see what breaks yours first ) . I have been researching the Crossfire parts collection for an insane amount of time to find every little difference I can between the NA and SRT. What is stronger, what is weaker... If you end up going higher boost I know exactly what you need to build your valvetrain up to spec lol. That's as far as I have gotten so far as sourcing parts is a PITA.

 

The Kleeman SC that was out for the NA didn't state any additional engine components to handle the near 7 psi boost. I'd say the "stock" setup will sufice if this is as far as you take it. Might want to see if you can pull up some archive files somewhere on an install. I'm sure it would give you a good clue on fuel pump and injectors too.

 

I am more concerned with the computers ability to adjust to the boost, since rumor has it that the NA MAP wont read boost, unlike the SRT's. I suppose if you put the MAF immediately in front of the turbo inlet and get an SRT MAP it may just be able to handle the extra fueling all by itself without any major mods. I do agree that a boost referenced fuel pump, such as an SRT pump, and SRT injectors are probably the way to go to make sure everything is going to play nicely.

 

My old Jeep was NA from the factory. The aftermarket Vortech supercharger kit designed for it utilized a 2-bar map sensor from from a SRT4 (neon) in place of the 1 bar stocker. Also, the kit included a boost referenced boost-a-pump (BAP) and larger injectors. The boost-a-pump increases the fuel pump voltage as additional boost is seen. The BAP got it's boost reading from the manifold. That would likely be the simpliest way of doing it. However, you'd need a tune that could read a 2-bar sensor. That's the sticking point I'd think. And what about the MAF sensor? Got me.

Anway, that would take care of fueling without a lot of grief. SRT fuel injectors and a BAP.

Here's one on ebay: http://www.ebay.com/itm/kenne-bell-b...sories&vxp=mtr

 

Yes I have seen it and found it a interesting read. Others might like it too. I have a link for you, this is from my Bookmarks.

http://www.vividracing.com/catalog/p...pressor_V3.pdf

I also read through Web 3.0 thread and found it super interesting too. Didn't know some of those parts even existed.
I'd like to have Web 3.0 as a neighbour right about now.
Thanks for everyone's participation, it is most helpful.

 

Interesting read! Uses stock injectors and pump with a new pressure regulator.. I 3/4 scanned through.. but noticed nothing about reprogramming for fuel maps..correct?
If I'm reading this right.. they are ramping up the fuel pressure to compensate for the boost?

 

Beer flow rate is directly proportional to the time you propose changes relevant to the time you start the current drinking cycle. If you don't take into account the tolerances of the drinking partner, then you haven't done sufficient homework to insure acceptance of the new modification/idea that changes minutes/hours/days of previous work already done. So, basically, if you change something major when your fabricator isn't sufficiently soused (keeping in mind the car parts have to absorb the results of the 'over-soused' condition), then the 'pissitivity' factor increases exponentially resulting in having to apply more beer to reduce the impact of the 'pissitivity' factor. There-in lies your conundrum.

 

These instructions are a little different than the ones I had. The map sensor voltage also has to be clamped. The maf may need to be clamped depending on the efficiency of your setup or you will hit fuel cut(maf/map/iat combination readings exceed fuel map limits). This works with a supercharger because the output is linear. You are going to run into problems with a turbo because of load based output.