(T) Turbo Manifold

I want to turbo my sei, but i need to know the dimensions for the exhaust manifold and who can do me a chip,
i am gonna use a scirocco (spelling?) cold start injector for a second injector and a fuel pressure reg off an RSturbo, wire the injector to a boost pressure switch (punto GT) and have live feed to it, fit the injector in line in the neg side and as soon as the switch see's boost, chuck me some fuel - please.

it should work, i just cant afford an ecu and i dont know anything about the megasquirt, i have read up and i just dont understand it.

can anyone help?

thanks

how would it know how much fuel to put in for how much boost, its not a on/off thing the boost level varies

Im not helping purley becuase theres heaps of these threads on here

I don't think what you suggest will work. At least, not well, not for long.

The injector doesn't need to just fire when it sees boost, it needs some ECU like device to adjust fuelling from the second injector according to boost. Failing that the engine will destroy itself.

That is, if you're only running 2 injectors, which itself isn't a good design.

Of all the alternatives, Megasquirt is probably the most cost effective (and safest). You can buy them ready built.

As for the manifold, the one used in the VAD cars consists of the standard Cinq manifold cut off with a flange welded on to bolt the turbo on. Once you have the turbo, essentially you have the dimensions.

As Brooky says, lots of threads on here.

you also need to take into account engine revs as well as boost.

MF2's aren't that exspensive compared to holed pistons, they might not be the most sofisticated things but they do the job they come up second hand on fleabay and even on here occasionally http://www.fiatforum.com/classifieds...p?product=9695


but as said do more forum seaching and reading

cheers
i was searching for ages, and found everything just been said really,
why is the SPI plus 2nd injector not good???

thanks

because you're not controlling it, simply just chucking more fuel in.

It simply doesn't distribute fuel as well. In that set up the manifolds are wet, so fuel droplets wander off hither and thither under the influence of vacuum, whatever inlet valve is open at the time and boost. Add to that that no.4 generally runs hot on those engines. On t'other hand, MPI it and the injector sprays right onto the back of the inlet valve, exactly where it needs to be and cools the combustion chamber while it's at it. The MPI ports are bigger, too.

If you do decide to go megasquirt or for an after market ecu, then MPI is the way to go. I'd add that all the aftermarket ones have some kind of safety system possibilities to cut boost on excessive exhaust gas temperature, knock or to run closed loop.

The mf2 has absolutely no safety.

But sayin that there are lots of SPI turbo's out there and as long as you don't try to screw every last BHP out of them and drive sensibly then they are good enough, but you might want to put some monitoring in place like knock sensor, AFR meter etc

To my mind, it's almost a no brainer: MPI gives more performance, more safety. A component magasquirt costs less than a new MF2. Once you start introducing monitoring, you may as well feed the loop into the ECU: it will spot things long before you do.

These things can simply go wrong. A momentary loss of fuel pressure, for example, can be enough to wreck a turbo engine.

Guages are nice and good for monitoring engine health over a period of time, but give me a buzzer, a light or an automatic system for those instants of immediate doom.

they're not SPI turbos.. technically they're MPI

point trying to made in this thread is just that injectors need to be controlled. yes running two injectors works. but running one injector as just simply 'on for x' when the car is on boost is not a good idea. you need a controller like the MF2.

ok, been looking at the MF2 and seems to be the same priced as assembled megasquirt,
i will focus on my wedding for time being and think about the poss of either engine change to 16v of 1.1 turbot, i would rather go engine change but i am worried about rising costs again (i know the 1242 8v is easy but i have been there and done that, i would like 1.416v but it seems like too much work lol)

thanks again

1.4 is a lot less work than a turbo.