That's the FIC-6. It will work great in your car, not so much in Lantana's. He'd need the FIC-8.

 

ah, gotcha now. i was confused for a second.

Im trying to figure out exactly which fic I need, im assuming the one without the mag pickup.
I also need to datalog to figure out where to clamp maf and map voltages.


I would def. look into a higher stall converter.
I know the crutch with the manual is the dampener line in the clutch (going bye bye) and the dual mass flywheel is an absolute joke, must call fidanza and see if i can get an 11lb aluminum one made

 

yup, the nice thing about the fic/8 is it has frequency based maf support whereas the 6 doesnt

 

6 speed, stock bottom end m112
gt3782 at 8-10psi should get me some good power gains
Should be atleast 300-320rwhp

Im having the stock injectors modified to 52lb/min and im trying to pick up an sl55 amg fuel pump

Eventually, if i decide to keep the car, or i find a deal. Im going to put in a 5.5 liter m113

unless aftermarket support for the 112 magically falls out of the sky

 

Don't need it in this car though. Only thing someone with a V6 would gain by using the FIC-8 vs the 6 would be IAT logging and boost control. Everything else that can be used is the same between the two.

 

the 8 has a few more inputs, but yes, iat logging would be nice.
Im probably just ogin to get hte 8 to begin with, so ifi ever decide to go v8, i dont have to buy another piggyback

 

Yep, I wasn't volunteering my FIC for lantana

 

honestly i want to see what goes wrong with the m112 first
head lifting, breaking ringlands, breaking a sleeve, throwing a rod, etc.

Im out to find the limit, then put in a new motor and not go there again, lol.

Im probably going to buy another m112 motor to use as the test pig, so i dont potentially destroy my 29k mile original

 

Good thinking. What section of these forums are you posting your build-up on, if any?

 

You can come get my 38k mile motor cheap, make me an offer.

 

Once finals are over this week
(read, I have 24 hours to do 9 papers, and im about to have to goto the er because im having such bad lower back/abdominal pain)

im hoping to get going soon. so i'll post it under tech/mod, coupe, wherever it needs to go

chuck, how much are you looking to get for the motor and where are you located, pm me please, thanks.

 

We are on each others speed dial. On a call with him last night he shot some holes in my idea of changing the varient coding in my ECU to 55K and run the 55K harness and sensors. My idea is that this set up is expecting to see boost and as long as i am not producing more boost than the 55K, I should be fine. Rudy (RCompart) pointed out this approach might work but would still have to run the s/c clutch and intercooler pump or the engine will go into failsafe. That is why I am looking at the AEM. It seems to be the best option for doing it all.

 

well, with the aem you can clamp maf voltage, and you can use the aux. input to clamp the maf voltage, so the stock ecu will think its running normally, and the aem does its magic from there

 

Here is an interesting article I found about compression vs. boost. Some of what is says makes sense but goes against traditional thinking when it suggests that 9.5 or even 10:1 is better. Thoughts? It would be nice if this article is credible as I have 10:1 compression.

MotorSports Digest

 

Even if you have to up the boost a little to get past pressure drop use a intercooler.
Cooler air is always better and the IC will drop air temps better than just longer piping
from the rear mount. Good Luck and I hope this works out V8 turbo crossfire Damn!

 

this will be Amazing when complete!! 600hp! the power to weight ratio will be sick!! Good Luck!

 

compression ratio is just the ratio of air at the bottom of the stroke vs top of the stroke
say that you have a motor with a 1000cc cylinder volume and a 100cc head volume. when it compresses all of that air its in a 100cc volume.
so that would be 1000:100 or 10:1

higher compression ratios are more thermally efficient to a point.
for each point in compression you go up, you gain 3% efficiency.

High compression turbo motors have better off boost efficiency as well as faster spool and better transient response. since turbos make power by extracting thermal enery from the exhaust gasses. you basically have more power at a given boost level vs a lower compression motor (provided tuning)

we've built 13:1 Integra type-r motors that have made 350whp on pump gas with a gt28rs, it had increadble response (almost 0 lag) and ran forever.

our motors are fine to boost, the only weak link would be the headgaskets and head bolts, i think our gaskets are fiber based, but ive never seen one. MLS would be preferred.

Ringland thickness and position also are a factor. Motors designed for boost have a thicker upper ring land and they place the top ring further down on the piston to move it away from hot combustion gasses.

 

one of my friends did a rear turbo setup on his drift mustang, you're supposed to use aluminum piping due to its high thermal conductivity. IAT temps, with just the charge pipe from turbo to TB (probably 10ft or so) temps were only 30* above ambient, but a FMIC never hurts, after the install temps were about 10, of course, the intercooler takes up alot of air volume so boost response suffers a little, and you have about a .1 to 1 pound pressure drop across the intercooler. but its a minimal trade off

also, when running the blow off valve, place it on the hot pipe. You dont want to waste the thermal energy of the intercooler... and its louder too (the ricer in me, lol) due to the hotter air being less dense (more volume)

turbo sizing is also important. If you have any questions regarding what turbo/pressure levels to run just let me know. Ican find you a suitable turbo in about 10 minutes. I can also have them custom built if thats what you want

 

What boost pressure? 0.5 bar?

 

it was around 14psi
youd be amazed how much power you can run with proper tuning.
We also ran meth injection for an added safety barrier