PICS!! soon to be a turb02, which process is beest in this situation? mega or no mega

[fiftytakedowns]

Hey,

AFter researching a good deal of Turbos and such, and deciding to take my 2002 in that Direction, I finally met up with someone who had built a turbo motor from an e21 to go into his 2002, low and behold he built another motor, and I will most likely be aquiring his old turbo motor.

As you can see from the pictures it is a 1.8L turbo'd motor with the
Jet-tronic.

He is supplying me with everything I need to just drop the motor right in, and pretty much be ready to go. (I know its not THAT easy), however I thought I would run some Ideas, and questions by you guys before I jump the gun.

First off. Its got the stock e21 fuel managemnt system, with some RRFPR, etc. needed for the turbo. I know this HIGhly hinders the m10's capabilities, but the fact that it is ready to go is really appealing. So obviously I would like to megasquirt, and I am pretty sure I know what it takes to megasquirt (friends are good with the tuning etc.. of the system), yet I think I might be missing out on somethings to convert the Jet-tronic to full standalone. I am trying to weigh the pros and cons of going megasquirt vs the conveince, and potential performance

What is the potential performance of this motor with the stock system?, remember tht I dont have to smog it at all.

I also am wondering If I should intercool it, would be hard to do a radiator intercooler, or mayber a top mount with a scoop, like teh subarus

[Tomslide50]

It depends on your power goals. That setup is fine if you're looking for 200hp or less. This assumes the addition of an intercooler for anything above ~7psi(150hp?). Above ~200 and you need a larger fuel distributor. Assuming you got more fuel the manifold and turbo still prevent you from going above 225-250. The manifold also limits you to stock or close to stock cam profiles due to backpressure. Kjet really isn't as bad for turbocharging as everyone thinks. There are many oem kjet turbo parts you can use. Any kjet turbo would benefit from a boost referenced WUR found in an audi 5k. Kjet pumps are interchangeable, so- should you surpass the stock 320i flow capabilities, a volvo turbo pump or a mercedes v8 pump will bolt right in. Volvo boost retard canisters will bolt right on your distributor.
http://forums.bimmerforums.com/forum...play.php?f=143 several guys on there are kjet turbo. Also check out http://www.k-jet.org/

It really depends on price. Think about what you're paying for- Manifold, turbo, wastegate, downpipe, charge pipes, and it has a special intake manifold that puts the throttle over the valve cover to shorten piping with the lack of intercooler. It also has oil lines.

The intake manifold you'll probably end up ditching in favor of a stock piece when you get an intercooler. The stock manifold makes pipe routing better, and is a better design overall. Then the charge pipe with the kit won't be any good to you. The fuel system is stock and will likely be upgraded. So you're buying a manifold, turbo, downpipe, and oil lines. The manifold and turbo would, at that point, be the weakest part of the system. It's kind of hard to justify with full length tubular top mount turbo manifolds going for ~$250 shipped on ebay. Those manifolds spool a large turbo faster, allow you to run a real cam with more aggressive ignition timing, and all around make more power. Then you could get a turbo that wasn't designed 30 years ago. Power levels being equal a proper manifold and turbo will be a lot easier on your engine.

I guess it depends on what you can get it for and how much power you want.

[fiftytakedowns]

I was looking for around 250 HP, which seems plausible with this system.

I was originally going to build a (BUDGET) motor from scratch with mainly JY parts, and megasquirt it, but this motor was offered at a little less than half of my budget, so it was really appealing.

Im not sure If it would defeat the purpose anyway, but after I have the motor for a bit, I could then add the better turbos, and intercooler piping/ megasquirt, and studs. Boost brothers has a good top mount manifold for around 150 bucks shippped, but it is not compatible with the turbo I have, and would defeat the purpose of the piping it comes with.

ITs pretty much do I want to spend a grand and be all said an done.

Or attempt to build one for 2k, and barely make my budget, and have more hassle, for an extra 50-100 hp.

[Tomslide50]

I definitely see the appeal of a bolt on kit, but as per your goals, this won't be bolting on 250hp. You have to invest in fuel mods either way.

To me the manifold holds you back more than k-jet does. When you look at the kit vs building your own- The boost brothers manifold is $150. A 60 trim T3 with a .63 turbine housing could be had for ~$200. An ebay intercooler and piping is $200. Oil lines are ~$50(much cheaper if you're a junkyard hunter). A downpipe is ~$50
That's $450 and you have hardware greatly superior to that kit.

As far as fueling and ignition- this stuff could be had at a junkyard cheaper, but here are some estimates-
Volvo 240T fuel distributor and afm ~$50, Audi 5k WUR ~$50, Volvo 240T ignition retard canister ~$25
A walbro fuel pump is a good idea for either MS or k-jet but if you stick with k-jet get the high pressure version obviously.

That's $125 for fuel and ignition to support 250hp. Will MS make more power, get better economy, and be smoother? If tuned properly, yes. But all the parts listed are bolt in and proven. 250hp just isn't that much with the right parts.

[fiftytakedowns]

I definitely see the appeal of a bolt on kit, but as per your goals, this won't be bolting on 250hp. You have to invest in fuel mods either way.

To me the manifold holds you back more than k-jet does. When you look at the kit vs building your own- The boost brothers manifold is $150. A 60 trim T3 with a .63 turbine housing could be had for ~$200. An ebay intercooler and piping is $200. Oil lines are ~$50(much cheaper if you're a junkyard hunter). A downpipe is ~$50
That's $450 and you have hardware greatly superior to that kit.

As far as fueling and ignition- this stuff could be had at a junkyard cheaper, but here are some estimates-
Volvo 240T fuel distributor and afm ~$50, Audi 5k WUR ~$50, Volvo 240T ignition retard canister ~$25
A walbro fuel pump is a good idea for either MS or k-jet but if you stick with k-jet get the high pressure version obviously.

That's $125 for fuel and ignition to support 250hp. Will MS make more power, get better economy, and be smoother? If tuned properly, yes. But all the parts listed are bolt in and proven. 250hp just isn't that much with the right parts.

I like the way you think.
Do you think it would be difficult to adapt the boost brothers manifold with a volvo turbo to this system? I might be able to get some silicon elbows to adapt. I have decided to not go the megasquirt route, because I feel like it would be a much more costly, and I would never be able to get it tuned correctly. so the volvo FD and audi WUR are in the future. considering Megajolt/EDIS for ignition though.

[Tomslide50]

Not at all hard. The volvo unit can be bolted in place of your current fuel distributor. You can imitate somewhat the design you see in that kit for the turbo inlet pipe. Here's an auction with the stock intake piece, which it seems you could use if you don't like the stock 320i piece. http://cgi.ebay.com/ebaymotors/VW-A1...Q5fAccessories
If you don't win that one just watch turbobricks.com. They come up from time to time. Of course, just as with the kit, K-jet must always be draw-through as it doesn't measure density.

The only reason I can see for going EDIS would be to get rid of the signal inconsistencies that result from cam and distributor gear backlash. You would already have a very good curve with the volvo retard canister. That's not to say EDIS isn't worth it and won't be noticably better. It's also noticably more expensive and involved. The beauty of buying used parts, provided you don't overpay, is being able to upgrade later if you decide necessary without anything lost.

[fiftytakedowns]

IS that the exact fuel dizzy I need for the CIS replacement? thanks!

[Tomslide50]

That is the exact one you would need to bolt in stock location. Others will supply enough fuel, but that is the only k-jet setup I know of with a 6cyl FD on a a 4cyl AFM plate. Notice it has 6 fuel outlets but 2 are plugged. They feed from a common source so you still get the flow of 6 slots in the control plunger. This is meant for a 2.1L with a t3 right off the bat. When you add and audi 5k WUR for boost enrichment you have enough fuel to meet your goals. Volvo uses a hobbs switch to activate enrichment on the ecu, while the e21 system uses a throttle switch and a relay that closes above 3500rpm. The hobbs switches on stock volvos are adjustable once you pick out the epoxy covering the screw. That way you can adjust for additional boost enrichment. I have a few of these hobbs switches laying around if you need one.

[fiftytakedowns]

Im wondering if I have a 2002 2L crank if it is worth it to buy new pistons and swap out the stock pistons, for a 2L bottom end, or would that require lots of modification?

I checked out the motor,arranged shipping and did some more research of the CIS (will go volvo route), and the parts I needed. I will construct an intercooling system for the car. I will do a minor teardown of the motor, and replace gaskets, and inspecting, yet nothing beyond that.

Near future, boostbrothers manifold, and newer turbo.

Also: going to run a straightpipe out under passenger door