my 5SFTE turbo project, 300+whp PG 23!!!!!!! Options

[WALKER]

and prolly would go with a stock ct-26 rebuild, and not the ct-27.

What is your reasoning for not going the CT-27 route? Do you not feel are not using enough of the compressor curve to make the extra money worth it?

[presure2]

naa, i just feel like i could have used the extra money from that somewhere else..
the ct-27 works great for me, and has given me excellent results, but over the past yr + ive come to realize that the biggest restriction for us is the ecu.
with the very small amount of adjustent the SAFCII gives us, it really doesnt do what we need it to.
IMO one of the big issues with the 5sfTe is timing, and some form of control with it.
the BTM is one way of doing that, but, its VERY crude.
i could never get the car to feel better than what it did when i had it turned to 0, so i took mine out.
looking back, at going over my dyno charts, (man, how a year of studying them things can help!) its pretty easy to see how timing is being pulled right @ 4450rpm.
IMO the reason it does that is because of the stock ECU timing maps. an NA car can tolorate more timing than a turbo car.
so, the more boost you run, the worse it is for the ecu, cause as boost builds, the stock ecu is adding more timing than what should be there for a boosted motor. which causes it to knock harder, pulling more timing.
IMO i verifyed this when i run on the dyno with the race fuel mix.
i've learned from researching on mr2oc that one of the benifits of race fuel, is that it allows you to run more timing, as it is less prone to detonation.
with that in mind, that was one of the reasons for trying it.
and, when i did, there was a VERY pronounced improvment in the car.
it no longer pulled timing at 4450rpm like it does on pump fuel at all.
if you look thru my dyno sheets i have posted, you can see how much smoother the 50/50 race fuel/ 93 pump runs are.
IMO the SAFC just makes the problem worse because of the way it "tricks" the ecu into thinking there is more or less airflow, and because of that, it adjusts timing at the same time, and we really dont know how much it does.
the manage ultimate does things much diffrently.
it ties directly into your injector wiring, to control injector opening times, and ties into the crank and cam signals in the distributor for timing control.
that will be a MUCH better way of controlling things, IMO.
i'd hoped to have it by now, but $$ has been short this summer.
hopfully over the next couple months, ill be able to get that, and install it.
once i do, it should REALLY open up things for me, and in turn, all of you
i finally picked up a wideband a couple weeks ago, and that is REALLY helping to paint a better picture for me of what is going on, and i think the combination of that and the emanage ultimate will go a long way toward getting a much better tune on the 5SFTE.

[lagos]

manny, you are the MANny! its great how much you learned and how far that little 5sfe has gone.

did you ever try retarding the timing at the distributor and seeing if it changes anything? if the problem is from too much NA timing, wouldnt and overall timing retard help out with that in a big way?

[Bitter]

retard at the distributor would only help when he was in boost, off boost the engine would be a dead dog! you really need dynamic advance and retard which is based off of boost pressure.

[lagos]

retard at the distributor would only help when he was in boost, off boost the engine would be a dead dog! you really need dynamic advance and retard which is based off of boost pressure.

yeah, i know what you mean. but one thing i noticed about my own car, is that on a turbo motor, there is no such thing as "off boost" . its always spooling, and alwasy helping the motor along. even if your not making any PSI. looking at mannys dyno's, there is lots of low end torque, so i dont think it would be a huge problem.

[presure2]

manny, you are the MANny! its great how much you learned and how far that little 5sfe has gone.

did you ever try retarding the timing at the distributor and seeing if it changes anything? if the problem is from too much NA timing, wouldnt and overall timing retard help out with that in a big way?

lol good stuff art.
ive thought about doing that, but im not willing to sacrifice any off boost drivability.
i just accept the fact that there is a hole in my tuning @ 4500rpm.
once i get the emanage ultimate, i should be able to correct all that without too much of a problem

[x_itchy_b_x]

yeah tuning is a crucial link in good performing motor. hopefully after manny plays with emanange 5sfter everywhere will finally have a solid base to build off of with the tuninig end. hope it works out for you manny the man.

[Agent21]

Manny if you want to try it I can get a hold of some sunoco 98 octane 260 GTX runs like a bat outta hell in my stock 5sfe. But it is an experimental fuel and it may take me some time to get to it.

[presure2]

Manny if you want to try it I can get a hold of some sunoco 98 octane 260 GTX runs like a bat outta hell in my stock 5sfe. But it is an experimental fuel and it may take me some time to get to it.

thanks for the offer man, but i have access to the full sunoco line at 2 places up here.
when i do run the race gas mix, its 110 leaded race fuel and 93 pump that i mix.

[lagos]

dont forget to take our your wideband, next time you run leaded fuel. it tends to kill them from what ive read.

[presure2]

dont forget to take our your wideband, next time you run leaded fuel. it tends to kill them from what ive read.

thats only with extended use, for the little bit that i do use it, it will be fine.
(it also is bad for your normal O2 sensors as well)

[6strngs]

manny, I love your car dude. I've got a couple questions on the 5sfte though, as I've been considering it alot recently.

1. how much PSI are you boosting for daily driving, and how much during your dyno runs?

2. what fuel octane are you running for daily driving? the highest I can get around here is 91, do you think that'd be ok to use?

I suppose my biggest concerns of this whole thing is that my engine has just passed 150K a couple days ago. I don't know how long my engine would last after turboing it. this is my daily driver, and I'm a poor college student. if my engine blows, I'm without a car.

and my third question: Do you think you're car would be making the same hp numbers if you'd gone with a CT-26, or even something totally different?

[presure2]

manny, I love your car dude. I've got a couple questions on the 5sfte though, as I've been considering it alot recently.

1. how much PSI are you boosting for daily driving, and how much during your dyno runs?

2. what fuel octane are you running for daily driving? the highest I can get around here is 91, do you think that'd be ok to use?

I suppose my biggest concerns of this whole thing is that my engine has just passed 150K a couple days ago. I don't know how long my engine would last after turboing it. this is my daily driver, and I'm a poor college student. if my engine blows, I'm without a car.

and my third question: Do you think you're car would be making the same hp numbers if you'd gone with a CT-26, or even something totally different?

i run 11-12lbs daily...the last set of runs were @ 13psi
i use the highest octane i can get at my local stations (93)
the #s would definetly be down abit with a ct-26, but not a whole lot...the biggest change would be how much torque i make.

[lagos]

I'm a poor college student. if my engine blows, I'm without a car.

its probably best to keep it stock then.

[elvasoshexai]

i run 11-12lbs daily...the last set of runs were @ 13psi
i use the highest octane i can get at my local stations (93)
the #s would definetly be down abit with a ct-26, but not a whole lot...the biggest change would be how much torque i make.

so how much u think a ct20b's #s would be compared to urs? overall lower#s? more hp but less tq?

[presure2]

i run 11-12lbs daily...the last set of runs were @ 13psi
i use the highest octane i can get at my local stations (93)
the #s would definetly be down abit with a ct-26, but not a whole lot...the biggest change would be how much torque i make.

so how much u think a ct20b's #s would be compared to urs? overall lower#s? more hp but less tq?

since the '27 is supossed to be very close to the 20b in terms of performance (20b= a little quicker spool ct27= more overall whp), i would expect pretty close to the same results.

[NuclearHappineS]

its probably best to keep it stock then.

you could do some basic mods that can carry over when u get boosted later (exhaust, pullies, cams , suspension)

[6strngs]

so, what's better about the greddy emanage ultimate than just the plain emanage?

if I did your set-up, but used a CT-26 instead of the 27, and an emanage instead of the SAFC and MSD BTM, and added a catalytic converter or two to the 3" exhaust, do you think I could reliably reach 200 hp at the wheels on 91 octane fuel? including a koyo aluminum radiator, and maybe cams if I could find some. (does anyone make cams for the 5sfe?)

[presure2]

the ultimate adds timing control, as well as several other features.
cams would help a bunch to get you to the 200whp mark.
there are a couple companys that make regrinds for the 5sfe.
the radiator wont do anything for you other than look pretty and take up more room.
ive never seen my coolant temps rise higher than normal with the turbo.

[6strngs]

the ultimate adds timing control, as well as several other features.
cams would help a bunch to get you to the 200whp mark.
there are a couple companys that make regrinds for the 5sfe.
the radiator wont do anything for you other than look pretty and take up more room.
ive never seen my coolant temps rise higher than normal with the turbo.

the radiator is mostly because my current one is leaking and I need a new radiator and it costs about the same to get a koyo one as it does for a stock one. so why not?