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Turbo wont crank

ORIGINAL: barks944
...Its got a promax lvl 2 on it atm, thats chips and DPW. The turbo is probably running out of puff as its a 26/6. I haven't had it on the dyno with the EBC installed, 275 was with a MBC. Ive had the intercooler modified, fitted the EBC and serviced it.

At some point I think somthing will go bang, maybe the turbo first. I like the idea of increasing capacity as well as fitting a bigger more modern turbo. The thing that puts me off is that it needs a good injection system to go with it. Standalone is the way to go I think.

The car goes like stink as it is so I'm not in a mad rush!
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The engine management (on the 951) is now a little unsophisticated compared to a modern direct coil ignition system (no mechanical spark distribution as with the 951), but standalone is a very expensive upgrade in relation to the gains that can be achieved. The KLR is being bypassed on your current car (with respect to boost control and the KLR has a 1.0 bar limit anyway) and your boost is being controlled independently of the ECU - with standalone you can address these issues. However, the quickest way to more power is a bigger turbocharger (compressor and turbine).

With a bigger turbo comes the need to deliver more fuel and address the limitations of the exhaust system. The 2.5 block is the safe route for big power becuase it deals with heat better. For a good and durable example - see Markk's car (on this forum) - 442bhp and 4 years later it's still going well and doing trackdays (no rebeild, no break downs). Markk's car uses a 75 compressor with a #10 hotside and holds 1.5 bar to the redline. It runs MAP but still uses the factory ignition circuits and coil + much larger injectors.

Once you have your starter fixed (I saw the pic), there are options (including L3). My only advice would be to think carefully about what you want to achieve with the car and then set yourself a budget. With these two things pre-determined, you can then set about the best way to enhance the car within those constraints.

If you do track days - some slick tyres is the best (and least cost) investment you will ever make (for example) - as the nigh and day performance difference (over a lap) beats pretty much any engine upgrade.

Just some ideas. [:)]

Regards,
Andrew



 
On PET, only one starter is listed for all models??? Will check the garage as I have an S2 and a Turbo one on the shelfs.
Alasdair
 
Looks like they are the same!

starter.jpg

 
Not sure about the S2 but I was always told the reason the turbo cranked over a lot slower than the lux was because it had a smaller lighter starter motor? If thats not the case I wonder why it does? Lower compression, same engine you'd have thought it'd be at least as fast.

p.s. perhaps its just the photo but those two do look different to me. The one on the left looks like it has a longer casting and the one on the right an extra fin?
 
Nope, part number was the same on each one. All the cars I have seen (and that is quite a few) motor over at the same rate.
 
I think its the photo angles that make them look different.

'Ill take a starter from you sulzeruk. Are they both tested?
 
ORIGINAL: AndrewS

With a bigger turbo comes the need to deliver more fuel and address the limitations of the exhaust system. The 2.5 block is the safe route for big power becuase it deals with heat better. For a good and durable example - see Markk's car (on this forum) - 442bhp and 4 years later it's still going well and doing trackdays (no rebeild, no break downs). Markk's car uses a 75 compressor with a #10 hotside and holds 1.5 bar to the redline. It runs MAP but still uses the factory ignition circuits and coil + much larger injectors.
Click to expand...

Thanks for the info Andrew, what do you use for the MAP? Is it a separate system to the DME?
 
I don't remember the name of the MAP computer (which was spliced into the DME wiring); details are held back at the office.

Regards,
Andrew
 
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