Author Topic: Stock Header Turbo Build (Read 22186 times)

jscribble · « **Reply #30 on:** July 02, 2010, 08:36:57 AM »

Thanks. Learning a lot. I'm starting to gather parts for a turbo setup, but won't be doing it for at least a year. I'm hoping to pull off 8-10 with a W.A.R. chip. I just want dialed in power, ready for dd, and well tuned enough to romp on the track when I get the chance.

bmwconnect · « **Reply #31 on:** July 02, 2010, 08:47:21 AM »

Quote from: jscribble;94195

Thanks. Learning a lot. I'm starting to gather parts for a turbo setup, but won't be doing it for at least a year. I'm hoping to pull off 8-10 with a W.A.R. chip. I just want dialed in power, ready for dd, and well tuned enough to romp on the track when I get the chance.

Yup the miller war chip can get you up and running with no problems

Esprit Aviation · « **Reply #32 on:** August 11, 2010, 09:31:34 PM »

I just found injector specs for the 1992 Saab 2.0 turbo that was the donor car for the turbo and injectors.

Bosch 0 280 150 761, flow rate: 22.65 lb/hr or 238 cm3/min, Ohm: 16, HP/Injector: 48

To paraphrase BMWConnect: "There is also no turbo Saab running rated 22LB@43.5psi injectors from factory."

I also need to know: Proof that the ECU drives the injectors to only to 60% duty cycle @ WOT. It seems pointless to waste 40% duty cycle on any injector.

To again paraphrase BMWConnect: "Running a high duty cycle is not that big of a deal as long as your not running on a track and putting the pedal to floor every few seconds because thats when they begin to heat up and fail."

Since I=E/R, I=12volts/16ohms, I=.75amps. A figure low enough that any heat build-up is easily dissipated by these injectors @ 100% duty cycle for very long periods of time.

I certainly welcome any and all related info for clarification. I really need to know what it is I am missing.

Thanks

bmwconnect · « **Reply #33 on:** August 11, 2010, 11:56:59 PM »

Quote from: Esprit Aviation;95447

I just found injector specs for the 1992 Saab 2.0 turbo that was the donor car for the turbo and injectors.

Bosch 0 280 150 761, flow rate: 22.65 lb/hr or 238 cm3/min, Ohm: 16, HP/Injector: 48

To paraphrase BMWConnect: "There is also no turbo Saab running rated 22LB@43.5psi injectors from factory."

I also need to know: Proof that the ECU drives the injectors to only to 60% duty cycle @ WOT. It seems pointless to waste 40% duty cycle on any injector.

To again paraphrase BMWConnect: "Running a high duty cycle is not that big of a deal as long as your not running on a track and putting the pedal to floor every few seconds because thats when they begin to heat up and fail."

Since I=E/R, I=12volts/16ohms, I=.75amps. A figure low enough that any heat build-up is easily dissipated by these injectors @ 100% duty cycle for very long periods of time.

I certainly welcome any and all related info for clarification. I really need to know what it is I am missing.

Thanks

I stand corrected about the saab injector...Do you know what the saab fuel pressure increases to at atmosphere? 50psi? 60psi?

Injectors get very hot even under normal driving circumstances... take a temp reading after a drive with a laser and you will see

Get correct size injectors and a tune/standalone and you will be a lot happier

If you need the stock spark and fuell maps I will gladly share

jeremy · « **Reply #34 on:** August 12, 2010, 07:26:07 AM »

hey Lee, had to join up so i could tell you nice work. also, i didn't see you mention a wideband, are you using one?

p.s. wanna come help with my turbo build?

Esprit Aviation · « **Reply #35 on:** August 12, 2010, 09:54:18 AM »

Jeremy,

Thanks! you will have to stop by to see it sometime. It is configured to run w/o any 02 feeding info to the ECU. We are currently running 6psi very effectively.

I still have to weld in a bung and borrow the wideband from my Lotus to get AFR. I will then report the results here and hopefully put some questions to rest.

I have to be careful with mods, I don't want him embaressing me in the Esprit! Ha Ha!!

I would be glad to help out. I just need to find some free time!

hondo898 · « **Reply #36 on:** February 05, 2012, 11:00:50 PM »

How much would you say this build cost you roughly

Esprit Aviation · « **Reply #37 on:** February 06, 2012, 02:12:31 PM »

About $750.00 but it will depend on a few other factors that will either be incuded or optional for your set-up. I think there is an itemized list here somewhere on the forum. I will try to locate it and get back to you.

hondo898 · « **Reply #38 on:** February 06, 2012, 06:22:34 PM »

That would be greatly appreciated

Esprit Aviation · « **Reply #39 on:** February 07, 2012, 07:16:27 AM »

I can't locate any list on or off the forum. Here is a list of all that went into it.

1992 Saab Turbo: te05-12b turbo, fuel injectors, blow-off valve (cost: free, I own donor car; locally a turbo is $75.00, injectors and BOV about $20.00). The teo5-12b is not very common, but seems to be ideally suited.

Stock header: free, everybody has one, and it will outflow anything out there.

Stainless steel support for turbo: free, a friend fabricated it. A piece of mild steel channel will work fine for approx. 10.00

All header to turbo stainless piping, flex coupling, flanges: Approx. $125.00

Complete straight through 2.5 inch stainless exhaust from turbo to muffler incl. mild steel muffler, resonator: Approx. $200.00.

All turbo to AFM aluminum pipe, flange: free from leftover parts in shop, approx. expected cost, $35.00

K&N Apollo air filter kit: $100.00

RH motor mount from 635i to raise engine on that side to provide clearance for header. (NOTE: additional plate on crossmember should be fabricated to align motor mount properly otherwise it is stretched horizontally). Cost $15.00

Electric cooling fan: $25.00-$75.00 depending on supplier.

Boost gauge: (VDO) $35.00

Misc. hose, stainless hardware, gaskets: $40.00

Total approx. $705.00. The previous estimate of $757.00 included stainless exhaust clamps and misc hardware that was not used.

I will be happy to provide more detail including possible sources, fabrication tips, etc. just let me know. We also have tons of pics if you need any specific views. Some can be seen on the first post in the Photobucket link.

Esprit Aviation · « **Reply #40 on:** February 07, 2012, 07:25:56 AM »

To help ensure success, I would invest in a AFX Powerdex air fuel ratio meter made by NGK, and weld in two bungs on the turbo inlet piping for the stock O2 and the wideband of the AFR meter.

If you want to learn more about turbocharging, read 'Maximum Boost' by Corky Bell.

chance · « **Reply #41 on:** March 04, 2012, 09:44:51 PM »

Did you have to modify the header at all? I cant seem to get mine on. Cylinder 3 tube hits the strut tower reinforcement?

bwawuz02 · « **Reply #42 on:** March 07, 2012, 03:03:25 AM »

Quote from: chance;110772

Did you have to modify the header at all? I cant seem to get mine on. Cylinder 3 tube hits the strut tower reinforcement?

Have you checked the condition of your motor mounts?

chance · « **Reply #43 on:** March 07, 2012, 06:27:14 AM »

Quote from: bwawuz02;110839

Have you checked the condition of your motor mounts?

I never even thought about that. I might need some new ones. Ill definitely replace them when I put the new engine in in a few weeks. I have already started cutting up a.d welding the header to work, but maybe it will just give me more room

Esprit Aviation · « **Reply #44 on:** March 08, 2012, 07:54:54 PM »

I've been away for a while.

Don't cut anything! We used a taller engine mount on the pass side and a lower mount on the driver's side to rotate the engine (clockwise looking @ the front) w/o the engine interfering w/ the hood. I will try to find out which mounts we used and post; I think a early 635 mount is taller. The driver's side may possibly be left stock, but I am not certain.

The most important part is making a mount plate for the pass side mount so it prevents stretching the mount. We have not done this yet. My son's car is in Daytona Fl. We will when he comes home for the summer.

There may be slight differences in the e30 and e36 headers, so keep that in mind. Perhaps others can provide pertinent info.