Hi Fiatforum

Here’s some of the many specs. on my latest project.

Engine setup:

The engine is a P75 turbo’d with a Van Aaken turbo kit.
Cylinderhead and inlet is flowed and bottom end is fully balanced.
Original SPi injector is fitted on the inlet to run the engine as a standart Cento SPi.
The MPi system is used as boost fueling and it’s much better and more reliable than the cup SPi version from Van Aaken.
The original fuel regulators from both SPi and MPi is used to control the fuel pressure. The pressure is 3.0 bar on the MPi injectors and 1.2 bar on the SPi injector.
The original fuel pump was replaced with the P75 3.1 bar fuel pump.
I used original 1242cc 16v pistons as low CR pistons and this has shown to be a great solution on the turbo setup.
The fuel cut defender is made with a 4.3v Zener diode fitted between signal and ground on the original MAP-sensor.
I used a SMT6 Piggyback from Perfect Power to control the SPi injector, the MPi injectors and ignition.
I didn’t fit an oil cooler cause the oil temp. is always between 80 and 90 degrees on the road – on the rollers oil temp. get up to 130 degrees.

The engine is running 0.6 bar and have covered 5000 km now with no problems at all kicking 105 bhp and 155 nm ATW.


I’m very pleased with the result but I’m still searching for more power.
Have been running 0.8 bar no problem but need to bleed wastegate actuator to get boost stable over 4500 rpm.

Check out the pictures bellow and enjoy


16v piston on the left and the original P75 piston on the right


P75 piston on the left and 16v piston on the right – please note that the 16v piston have a dish shape on the top lowering the CR to 7.8:1


Empty P75 bottom


Fitting the 16v pistons


16v Pistons fitted


Flowed P75 head and inlet manifold


The turbo engine coming together


Oil return and oil temp. mount welded in


Oil temp. sensor fitted


Intercooler fitted


MAP-sensor for boost fueling


SMT6 wired in


RR sheet





Cheers Fiatforum
/tricker

Very nice!
Hows the rest of the project look?

oooh nice project

very nice work as always

tricker has to go do this a completley differnt way to everyone else nice work chap!

do the standard SPI TB fit onto the mpi inlet manifold?

also the 1.2 16v pistons are they from a punto 85 and are they the same size and fit straight into the 1.2 lump?

cheers

gaz

jeez i wanna know about them pistons! can i use them as low comp pistons plug and play? or do i need to have the block bored out or anything?

Nice work!

Lenny

Yes, the P85 pistons make a 7.8:1 CR when fitted in the 8v setup. The P85 are 71.8mm just like the P60/75 pistons and yes they are a straight plug and play along with the rods.

gazzaman2k said:

tricker has to go do this a completley differnt way to everyone else nice work chap!

Click to expand...

Yes, and it's great fun to push the knowledge further than just buying a turbo kit.
I have made a setup that is very driveable and there's no lumpy points at all. When you drive the car you can't feel zero boost point at all and as you can see on the RR sheet the engine performs very well between 3000 rpm and limmiter.

Regarding the SPi TB and MPi inlet manifold - it is easily done but it's not a plug and play.

wouldnt mind some more info on the piggy wireing and fuel setup. as this seems a very good way around the standalone ecu

same here, i'm just doing a turbo project now and this sounds a great way to go! what's involved in the inlet manifold modifications? i'm thinking the wiring must be complex do the 4 injectors batch inject on boost?

Thanks again

Lenny

Well done mate!!!

105bhp atw? Excellent!!

Thats got to be 120-125bhp at the fly. Whats the further plans?

Ross

Great work Tricker as always.

I would still recommend a oil cooler as we saw 145degrees on oil on only a 14mile trip down motorway at 80mph(4000rpm). I can't think of any production turbo car that doesn't have some sort of oil cooler.

I would also say don't bother with cheap bleed valves, if you must go mechanical valve then use either a Dawes Device or TurboSmart mechanical boost controller, but the best option is always going to be a electronic boost controller as these stop wastegate creep by keeping it closed under load at pre-set boost, all pretty clever but relatively simple when you think about it.

Well, the boost fueling is the most simpel part - really.

The 4 MPi injectors are standart fitted in 2 wires and one of them are connected to a switched 12v supply (I took the 12v supply from the fuel pump relay). The ground is fitted into the SMT6 harness and thats it.

Then to controll these 4 injectors you need to fit a new MAP-sensor only to controll these 4 injectors. This "boost" MAP-sensor need 5v switched supply (I took the 5v supply from original MAP-sensor) and ground is again fitted to the SMT6 harness and the signal from the boost MAP-sensor is fitted to the SMT6 as well.

The SPi injector unit is relativly easy to fit on the intake of the MPi inlet manifold - you have to overbore two holes in the TB and mashine a new spacer to cope with the inlet manifold opening.

The fuel supply for the 5 fuel injectors are as follows:

Line from pump are fitted to the MPi fuel-rail inlet and the fuel return from the fuel-rail is then fitted to the SPi inlet. Spi fuel return is then going back to the fuel tank. This way you have the original fuel pressure on all 5 injectors and you have fuel enough for @ 200 bhp. I used this simple way cause it works perfect and it's cheap.

My next step will be to raise boost pressure to 0.8 bar, fit a vernier pulley and a boost controller.
Ohh - also need to change my brand new clutch again.. :devil:

Aaron: I will use the Turbosmart controller - either the pneumatic one or the electronic one - haven't decided yet

SlinkyCinqi said:

same here, i'm just doing a turbo project now and this sounds a great way to go! what's involved in the inlet manifold modifications? i'm thinking the wiring must be complex do the 4 injectors batch inject on boost?

Thanks again

Lenny

Click to expand...

The 4 MPi injectors are only active when boost is pressent.
When driving off boost the SPi injector supply the fuel.
When going on boost the SPi injector still supply fuel up to 80% duty cycle and the 4 MPi injectors supply the rest.

Lol wish i'd read this sooner...
I have a 1242 block sat at Auto Integrale who said they'd find a high boost piston solution for me... plans are winging their way over from Italy at the mo, but it'll prob jus be similar to this ace.
Mpi sounds like good plan tho :worship:

on the picture with the flowed head and manifold, why have you got extra holes marked with the yellow lines? what are they used for?

look like locating dowls to me.

Correct Arc

I made the yellow lines as an illustration on another forum here in DK.
They simply show the holes that uses the dowls fixing the inlet manifold while the cylinder head is beeing ported.

The inlet manifold also have these fixing holes and by using these you can be sure the gasket are sitting correctly when fitted on the head.

Like this:

The project have been updated in 2008 so I just want to fill you in on the new details.

Now the boost is controlled by a electronic boost controller and the boost is set for 0.8 bar.
A new and custom made 280 degree C&B cam have been installed.

The car was dyno'd after the new upgrade and is now delivering 134 bhp and 148 lb/ft. af the fly.

The car is danm fast now and with the new Dunloop SP9000 tyres it went just under 7 sec. 0-60

The engine now covered 15K miles with no problems at all



Oh.. and engine bay was cleaned up a little

niiiice work keep it up