Ok guys, I have been going back and forth about doing a TT conversion, and the more I thought about it, the less I wanted to do it. I know it can be done for fairly cheap (as some of you have offered your used parts) but I just want to be a little more different then that, so I am going to go with a single turbo conversion. I know I am going to be building basically everything from scratch, but I think that will be half the fun. I am going to go with a t3/t4 turbo, and push to see just how much power I can make out of it.

Greg, I am going to need your help with tuning this thing and I want to learn from "the master." Do we have someone that can weld, as I am going to have to make intercooler pipes and the like. I know I am fairly new to the club, but I hope you guys will be able to help me along the way.

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1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"

SWEEEET.

it's not "the master", it's "the mad scientist"...

just remember that as fast as you might make your single turbo, N/A Fury still rules around here.


I may have a connection for you for some of the piping and whatnot.

How soon do you plan on doing all this?

yeah, I know N/A fury rules here, but I am not worthy to be in that group.

I am going to start picking up parts the the next couple weeks. I am working on picking a turbo setup right now, and I will most likely have a FMIC and some basic piping within the next few weeks.

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1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"

You guys idolize me too much...

I'd suggest you spend some time researching all the different wheels available with the garret turbos. What's nice about them is there are about a dozen different combinations. You can get anything from a very quick spooilng turbo all the way to a drag monster.

More on the subject later when I get some time.

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06 Blue EVO 9

that is what I am doing right now....

I am looking for a quick spool and a decent power band, that is why I am going with a t3/t4 hybrid. t3 for the fast spool, t4 for the good power.

_________________
1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"

Found the article I'd like you to read:

http://www.turbocalculator.com/how-to-read.html

Also Jeff L's site (www.stealth316.com) has many more good articles to read.

Seriously, spend some time reading up on what all the numbers mean, and how to read compressor maps. This will educate you in which turbo (and options) would best suit your purposes.

well, i spent a lot of time tonight reading about how to read compressor maps, and how to plot on them, and i got confused. Then I found a nice PDF that did the work for me. So, I think I am going to go off of what it said.

_________________
1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"

ok, here is the update... (or a status update for some of you....)

I have the turbo picked out and from what I can tell it is sized correctly (I really don't want to do all that math again.) It will be a t3/t4 hybrid with a stage IV wheel in it. The stage III would work also, but it liked the idea of having more room for growth on the high end.

I will also be putting in a FMIC (I want to paint/ powder coat it black so it isn't as easy to see.) and working on finding pipes to hook up from turbo to FMIC and FMIC to intake. Problem area I see is on the exhaust manifold side, I am guessing I need SS for this, and DAMN that is going to be one crazy job to make pipes for.

I am going to bite the bullet and get 550CC injectors in right away, I think they are a little overkill, but I would rather be on the highside then on the lowside. Supporting those with an E-manage or an A'PEXi Super AFC II, what is your input G-Ell?

Want to start collecting parts next week for this, and then come up with a plan for fitting a single turbo in our engine bay.

_________________
1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"

AFC II = to coarse to tune.

Making headers? much thought needs to go into this. more than a week for sure. why not... nope nevermind. have fun.

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Bad decisions make good stories.
Look at it! LOOK AT MY @SS AND TELL ME IT'S PRETTY!

Stage 4 wheel? What does that mean?

As Brandon found out, it's a lot harder to "detune" really large injectors than to "upgrade" when you need them. I have no idea if the 550s are going to give you too much or too little fuel (that's not my point), but I do know installing 550's on your car right now is going to be much more of a pain to get right if you put them on your stock car, than if you wait.

At the very least, you could get your fuel controler and datalogger (I won't even talk to you if you think you won't need one) first, install them, and learn how to use them before doing anything. Trust me, that is one headache that will be more tollerable if you do it now with there being fewer variables.

Before anything else, Jim, what really is your goal here? That turbo should be able to boost well over 20psi. On 10:1 compression, I hope you plan on running race gas all the time or something.

The newest version of Emanage has a feature that should allow you to adjust your injector pulses without changing airflow that the ECU sees. this should allow you much better control over "to big injectors." If you can get that feature to work. We'd have to play with an ultimate more to know for sure. you might have to re-input your injector pulse widths through the entire RPM by TPS range... which would suck, but is do-able...

_________________
Bad decisions make good stories.
Look at it! LOOK AT MY @SS AND TELL ME IT'S PRETTY!

Adjusting the injector dead time really only makes for smoother throttle responce...

With those injectors, the signal still needs to be slowed down ~42% which then leads to waaay too much timing advance which would then might need to be lessened.

My point was, why does a stock NA need 550s? It doesn't, so why fight to make it work only to have to change things later?

I hear what your saying, but I don't think that's the way the new Emanage will do it on the OPTIONAL CONTROL ~ not on the one I have, but Aarons should be able to do it. unless I'm interpreting the instructions wrong.

What I read is that you send the Stock airflow signal to the ECU. It does it's thing. Timing, fuel trims, blah blah blah...

Then the Emanage can cancel the signals that the ECU sends to the injectors. complete. Now you add exactly what you want the injectors to do back into the map.

no timing advance, unless you want it, cause the airflow never changes.

but you have to completely recreate the map for the injectors from scratch, not just adjust a percentage of airflow.

You actually have to pick the number of milliseconds you want the injector to spray for each cycle...

"You've got a nasty hull in your fuel curve, I'll lengthen the injector pulse with a millisecond or two and you'll run nines."

_________________
Bad decisions make good stories.
Look at it! LOOK AT MY @SS AND TELL ME IT'S PRETTY!

Are you sure you want the tuna?

SJ

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Racing is life. Everything else is just waiting.

http://umg.mn3s.org

http://ummo.boards.net

So, you intercept the injector signal and change that too!

How the heck are you supposed to figure that out...? Maybe if you knew the pulsewidth of the stock injectors at each interval, you could just do the math. In this case, it'd be 42% less.

Crazy.