Another 1g N/A to Turbo conversion question

[waffle]

OK, I keep getting mixed signals from people about the 2.0 L DOHC engine in the 1G DSMs.

Some people say the engine is identical to the turbo version, and you can bolt on a turbo, along with all the goodies(i.e fuel pump, injectors, and fuel computer) and the engine will be able to handle the load just fine.

Other people tell me that the non-turbo engine doesn't have the same kind of durabillity(i.e cheaper piston rings, etc...) so it would be damaging to the car to put a turbo in.

So what is it? If it is at all possible for me to slap a big 16G turbo on my car along with a few other toys I would love to do it, or is this out of the question? If it is possible, could someone tell me where I can find a good place to get everything I need to do this(i.e intercooler, piping, mounting stuff, etc...) and let me know everything I'm going to need to do the conversion.

 

[TimG]

Putting on a turbo is a lot of work.
1. Compression ratio. You have to change the pistons. N/T run a compression ratio of 9:0:1 and turbos can't exceed more than 8.5:1 compression.
2. ECU is different
3. Injectors
4. You need a whole new transmissions, no if ands or buts. It's needed.
5. Wiring harness
6. A ton of misc plumbing (wires, piping, exhaust)
7. Turbo engine has additional oil passages down by the crank
for piston skirt lubrication. NT does not.
8. Easier for an engine swap.
9. Intake manifold is different, as well as throttle body, plus the connections to it.

 

[HondaHunter2002]

in addition to what he said
your exhuast manifold is also different i am pretty sure

 

[xhypno]

TimG again, someone makes a bad shot in the dark,

" Compression ratio. You have to change the pistons. N/T run a compression ratio of 9:0:1 and turbos can't exceed more than 8.5:1 compression. "

I mean come on, do you even know anything about our engines???? Our engines were produced by a conglomerate between mitsu motor corp and crysler motor corp (formerly Hemi motor corp). Believe it or not, the heads on the 4G63 engines are hemi heads. I have personally seen a turbo 4G63 run at a 10:1 ratio and push boost at 11psi. The engine can handle the preassure, the head gasket can't. All that is needed is a head gasket that can hold the preassure and your set (with a better fuel system of course).

But I don't suggest the 4G63 NT pistons for any more then 5psi, for 1 reason, a very thin ring shelf. At the heat of a turbo, they will melt very easily.

And if a turbo can only work with a ratio of 8.5:1, mitsu must be god and change the laws of physics that you set, with all of the EVO's (8.7:1) and the JE and other piston companies went further with the 9:1 and 9.5:1 turbo pistons that they sell.

So if you are turboing the 1g NT, change the pistons or don't go past 5psi. You shouldn't have to worry about much. But no matter what replace your head gasket with a MLS one, or 1 piece thick one. Either of those alone will reduce the compression by .1 or .2. My Friends ESI has a 1.25mm hks metal gasket and can take 6psi with out a problem, but will prob need new pistons soon (too much heat).

 

[Bob Kratchet]

I looked down this road for quite awhile and decided to just get a turbo car, there is a ton of stuff you'd need.

If you really want to do it though, I suggest you read Maximum Boost by Corky Bell. It is an awesome book and will give you all of the insight you need in to actually making the project successful, it can be found at the link below.... Good luck!

http://www.amazon.com/exec/obidos/A...eamvipmessagebo

 

[Bob Kratchet]

Oops, here it is...
http://www.amazon.com/exec/obidos/ASIN/0837601606/teamvipmessagebo