this is an excellent project and i'm enjoying following this.
Tuning 1368cc 16V FIRE Turbo (T-Jet) Uno conversion
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Tuning 1368cc 16V FIRE Turbo (T-Jet) Uno conversion
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Obviously I meant radiator, not manifold!
Thanks for the general encouragement. You may have noticed that I snapped the small outlet off on the turbo outlet. There's always something! That turbo isn't in a good way really. The turbine housing is cracked from wastegate to outlet, I'm not convinced about the bearings and now this. I am thinking I may go straight to stage 1 tuning at the moment. Probably means it won't be going around a track this year. I still aim to start it as soon as possible though, just to prove the theory. I'll keep the turbo on for that purpose only I reckon.
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Electrics are still up in the air a bit as I can't seem to remove the electronic fuel cut off caused by the accident that made this engine available. You are supposed to use the "indicator stalk" to make the indicators go right, left, right, left and then switch off the ignition. When I do this, the cut-off warning remains. Not going anywhere until this is sorted. Not a crisis yet as I have a few things left to try.
Have been able to get my laptop to communicate with the engine ECU via the body ECU's OBD port. Hooked up the GP dashboard too for my early testing, particularly useful for the indication of this fuel cut off thing that it writes across the screen on power up and the immobiliser operation in general.
Overall my initial wiring seems correct to me and it all has a decent chance of working if I can turn this fuel cut-off off. Always good to see the ECUs powered up, immobiliser off and it telling me there are 20 fault codes! Considering there is nothing connected to the engine ECU other than power and network, you might have thought there would be more.
Have been able to get my laptop to communicate with the engine ECU via the body ECU's OBD port. Hooked up the GP dashboard too for my early testing, particularly useful for the indication of this fuel cut off thing that it writes across the screen on power up and the immobiliser operation in general.
Overall my initial wiring seems correct to me and it all has a decent chance of working if I can turn this fuel cut-off off. Always good to see the ECUs powered up, immobiliser off and it telling me there are 20 fault codes! Considering there is nothing connected to the engine ECU other than power and network, you might have thought there would be more.
This is a total stab in the dark, but on most of the cars of that era, there is a switch under the passenger's seat to reset the fuel cutoff. Could it be that you need to connect some pins to make the ECU 'think' that the switch has been pressed?
-Alex
-Alex
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Yeah, they changed that recently to be completely electronic, based on ECU conversations. When an airbag goes off or the accelerometer under the gear stick goes wild enough, a signal is sent to the body computer to trigger the "fuel cut-off" as it is called. The "indicators method" to remove it that I described above is in the handbook and is the only mention of it I have found.
EssexUno
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so does this mean you'll have to get into the ecu to reset it or will you need a new ecu?
Dan
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Ah, it seems the fabrication fairy has been and sorted a Garrett T25 flange adapter plate for the manifold. Downpipe is still in production.
The turbo is the Turbo Technics hybrid job from the GC race engine build. Should hold boost through the whole rev range. The actuator is adjustable. I got some uprated boost/pressure sensors and I'm looking into injectors. You can just buy the uprated EsseEsse rail for £270. Anybody got any better ideas?
The turbo is the Turbo Technics hybrid job from the GC race engine build. Should hold boost through the whole rev range. The actuator is adjustable. I got some uprated boost/pressure sensors and I'm looking into injectors. You can just buy the uprated EsseEsse rail for £270. Anybody got any better ideas?
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I'm hoping that when I have everything connected up as best I can, the recognised indicators technique just works. If not, then I may be thinking more drastic. It could be sorted by putting the ECUs in a normal GP and using the indicators in that, but I would need to find a willing participant for that!
looking good, so is the gearbox your using the standard punto box but with the uno mounts and linkages fitted on to it?
is the engine fly by wire?
hope it all goes well will be a mental car with that engine in it
is the engine fly by wire?
hope it all goes well will be a mental car with that engine in it
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See post #6.
Yes. So is my Panda.
I hope it is reliable and mental!
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Connected up drive shafts. Decided that the 8mm that the intermediate shaft doesn't go into the box should be OK. Not fussed about the diff in this box, so if it tears up the splines I'll know it needs changing before the LSD is put in.
Sizing up radiator and intercooler positions. It's tight. New turbo means 5mm clearance from compressor housing to rad. Probably going to have to mount the rad in a different position. Looking at modifications to the front panel.
Sizing up radiator and intercooler positions. It's tight. New turbo means 5mm clearance from compressor housing to rad. Probably going to have to mount the rad in a different position. Looking at modifications to the front panel.
looking good lewey! keep checking this thread for updates!
More pictures would be cool, showing how u are going about things! Its a very interesting conversion!
Dunc
More pictures would be cool, showing how u are going about things! Its a very interesting conversion!
Dunc
This is interesting 
Im subscribed. I think using the 1368 FIRE is a smart move.
Im subscribed. I think using the 1368 FIRE is a smart move.
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I mean #13!
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Subscribing is the future!
Cheers, what do I need pictures of?
Everything! A project like this is of great interest to all Uno enthusiasts. Lots of engine bay pictures from different angles will be good so we can all see how easy/ tight the engine installation is. You are, as far as I know, the first person to swap a 1.4 FIRE turbo engine into a Uno so this is all new ground. It makes a very interesting read, plus gives inspiration to others that may consider doing a swap like this to know it is possible.
Also the Turbocollective guys will be more than supportive of what you're doing and would welcome you posting on there too. You're already getting a number of them coming here to have a good look! Many TC members check the Uno section here as well as the TC site so there's a definite crossover of members and sites.
Either way, keep up the excellent work and posts. We're all looking forward to the next installment
OP
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I will take more photos then. I need to remove the engine as I'll explain shortly, but will take more then.Everything! A project like this is of great interest to all Uno enthusiasts. Lots of engine bay pictures from different angles will be good so we can all see how easy/ tight the engine installation is. You are, as far as I know, the first person to swap a 1.4 FIRE turbo engine into a Uno so this is all new ground. It makes a very interesting read, plus gives inspiration to others that may consider doing a swap like this to know it is possible.
Also the Turbocollective guys will be more than supportive of what you're doing and would welcome you posting on there too. You're already getting a number of them coming here to have a good look! Many TC members check the Uno section here as well as the TC site so there's a definite crossover of members and sites.
Either way, keep up the excellent work and posts. We're all looking forward to the next installment
Some unexpected complication arrived on a pallet. An Abarth spec T-Jet:
Handy uprated cams and only 10k on the clock. With the sort of boost I want to run, airflow is an issue and the the cams will really help, so looks like the GP T-Jet will be coming out to be replaced by this soon. Got its own set of ECUs and key as well and I have seen the engine running, so know the fuel cut-off issue does not apply here as it still does on the other set.
So, although I have plans to fit my hybrid turbo to this engine of course, I am thinking I could run the engine as it is for a while, just to get things off the ground. It is feasible that I could have it ready for a pre-booked trackday on 14th Nov at Mallory Park. This is mostly because I don't need to worry about a remap and new injectors in the very short term, which pleases my bank balance as much as anything else. I have thought about selling the "old" engine, but it's a bit difficult to sell right now without a turbo. Obviously the idea of a spare engine seems like luxury peace of mind, but they are worth a few bob.
Also, I fitted 257mm vented brake discs today with Punto 1.4 16v/ GT Mk2 calipers whilst I pondered all this. I actually got these calipers from a wreck I bought to get parts for my Panda project 3 years ago. Happy to use them as they were "free" and have only seen 3000 miles, so are in excellent condition. Fitted them using a single drilled out nut per bolt hole as spacers. have pants pads at the moment, but will look to get something fade-resistant soon.
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lewey, good news on the punto abarth engine! Good work! What BHP are these out the box? im guessing u didnt pay anywhere near the 2.5k of the 500 abarth engine? Are there any differences between the 500 abarth and punto abarth engines?
Also, it would be damn cool if you got the Abarth Red engine cover too, so it looks like the 500/punto abarth engine when u open the bonnet of ur uno! Uno Abarth! awesome!
Dunc
Also, it would be damn cool if you got the Abarth Red engine cover too, so it looks like the 500/punto abarth engine when u open the bonnet of ur uno! Uno Abarth! awesome!
Dunc
