ElectronVTEC
20+ Year Contributor
- 56
- 1
- Oct 13, 2002
-
South Bend,
Indiana
This will mostly be crossposted from DSMTalk, but figure I might as well put this out where the most people can read it:
Gotta make this sorta quick, gotta go to work. Got my turbo in yesterday, two weeks prior to when they said it would be here, so needless to say, thumbs up to PTE on *very* prompt service. The turbo itself looks magnificenet, the porting on the turbine housing is definitely a machine job, the wastegate looks very stout (staying internal for the time being), and the wheel i got (58mm 60 trim, not GT tech, standard race bearing) spun very, very freely fresh out of the box. Not that it matters, but it spun more freely than my 14b. Onto the install:
Dropped the downpipe, pulled the radiator, and routed my Buschur T3/T4 oil line kit. The oil feed is simple, but it took a hefty impact to take the hex bolt on the oil filter housing loose. Pulled the mighty 14b without incident, taking all of its oil and water lines completely out save about 2" left on the oil dump tube going into the pan (had to use a cutoff wheel/die grinder for that bastard).
Pulled the O2 housing, re-attached it to the PTE, ready to bolt up. Going to bolt up.... what's this? She's rubbing on the water line. Nothing horrible, we just pulled it back off, rotated the compressor housing about 10 degrees counterclockwise and it fit up just fine. The outlet was *dead nuts on* for my BR FMIC lower i/c piping (sans J-pipe, obviously). Everything lined up perfect - downpipe, O2 housing, turbo-to-manifold connection, and LICP. I couldn't have been happier.
To eliminate the water lines, we cut off the banjo bolt and ran a loop from the water into the 14b up to the t-stat housing just like on a 2G. We didn't have any JB weld or a welder so we figured that would be easiest provided we didn't kink it badly, which we didn't.
Total install was about 5 hours give or take an hour for breaks and just messin around in general. It wasn't that bad, I highly reccomend taking out the radiator unless you like holes in radiators, and thumbs up on the BR oil line kit. Oh, a word about those oil connections - you want the oil feed to angle out towards the compressor side, basically pointing to the passenger side head light. This will keep the -4 line from rubbing on the downpipe, not to mention makes it a ton easier to hook up. The oil return - you can only leave about 2-3" on the stock return tube at the pan, and you have to angle the T3/T4 flange adapter nipple (45 deg. angle in the BR kit) perpendicular to the turbine housing, pointing toward the driver side. Otherwise, that shit ain't sliding on. Secondly, I reccomend white lithium grease as the hose/fitting is a tight fit.
ps. Forgot somethin - when you rotate the comp. housing, you have to re-adjust the wastegate. Be careful with the little retaining clip, mine broke when we tried taking it off. We just used another one and it was fine. Carry on...
Street impressions:
Last friday was my first time driving on the new turbo and everything seemed fine until my clutch decided it didn't feel like holding 16 psi from this sucker
. So, drop tranny on sunday, install new clutch on monday, and its up and running again. So far so good -
(3rd gear)Boost starts to build around 3K with about 5 psi at said 3K, moving to around 12 by 3600 (still 2.5" exh. with 2G O2 housing, RNR on the way) and full boost is just a tick under 4K in 3rd. The cams start their thing around 4400 and off she goes. The car is still tuned for 18 psi on the 14b (rich, *cough*) and I'm seeing about 20 deg. of timing at 7400 RPM on the logger with 16~17 psi. I hit about 10 knock counts at 6000 so I have to fill in a little there. The upper range has only about 2 counts so I can push that a little harder. Anyway, this thing pulls very well at 16 psi so far. I'm gonna run it up to around 20 to see how she does probably this weekend. I'm using the PTE internal gate and I get none, 0, zilch for boost creep, even at 15 psi so that is gravy to me.
Now for a few pictures:
Sorry for the length but hey, gotta be thorough. Todd.
pps: the photo's look weird b/c they were dark as hell and I lightened them in photoshop so the contrast is all out of whack.
__________________
HKS 264/272
BR Street FMIC
DXD Racing clutch w/Fidanza FW
TRE-built tranny
SpeedDesign 4-spider CD
BR 2.5 DP, TP, & catback
Greddy Emanage & Pocketlogger
Fuel Inj. Clinic 650cc injectors
2G manifold and O2 housing
4-bolt rear
KYB AGX's
Ported 14b, waiting on PTE 60-trim
Best ET: 12.8@106 on 92 octane, 2.0 60'
Gotta make this sorta quick, gotta go to work. Got my turbo in yesterday, two weeks prior to when they said it would be here, so needless to say, thumbs up to PTE on *very* prompt service. The turbo itself looks magnificenet, the porting on the turbine housing is definitely a machine job, the wastegate looks very stout (staying internal for the time being), and the wheel i got (58mm 60 trim, not GT tech, standard race bearing) spun very, very freely fresh out of the box. Not that it matters, but it spun more freely than my 14b. Onto the install:
Dropped the downpipe, pulled the radiator, and routed my Buschur T3/T4 oil line kit. The oil feed is simple, but it took a hefty impact to take the hex bolt on the oil filter housing loose. Pulled the mighty 14b without incident, taking all of its oil and water lines completely out save about 2" left on the oil dump tube going into the pan (had to use a cutoff wheel/die grinder for that bastard).
Pulled the O2 housing, re-attached it to the PTE, ready to bolt up. Going to bolt up.... what's this? She's rubbing on the water line. Nothing horrible, we just pulled it back off, rotated the compressor housing about 10 degrees counterclockwise and it fit up just fine. The outlet was *dead nuts on* for my BR FMIC lower i/c piping (sans J-pipe, obviously). Everything lined up perfect - downpipe, O2 housing, turbo-to-manifold connection, and LICP. I couldn't have been happier.
To eliminate the water lines, we cut off the banjo bolt and ran a loop from the water into the 14b up to the t-stat housing just like on a 2G. We didn't have any JB weld or a welder so we figured that would be easiest provided we didn't kink it badly, which we didn't.
Total install was about 5 hours give or take an hour for breaks and just messin around in general. It wasn't that bad, I highly reccomend taking out the radiator unless you like holes in radiators, and thumbs up on the BR oil line kit. Oh, a word about those oil connections - you want the oil feed to angle out towards the compressor side, basically pointing to the passenger side head light. This will keep the -4 line from rubbing on the downpipe, not to mention makes it a ton easier to hook up. The oil return - you can only leave about 2-3" on the stock return tube at the pan, and you have to angle the T3/T4 flange adapter nipple (45 deg. angle in the BR kit) perpendicular to the turbine housing, pointing toward the driver side. Otherwise, that shit ain't sliding on. Secondly, I reccomend white lithium grease as the hose/fitting is a tight fit.
ps. Forgot somethin - when you rotate the comp. housing, you have to re-adjust the wastegate. Be careful with the little retaining clip, mine broke when we tried taking it off. We just used another one and it was fine. Carry on...
Street impressions:
Last friday was my first time driving on the new turbo and everything seemed fine until my clutch decided it didn't feel like holding 16 psi from this sucker
. So, drop tranny on sunday, install new clutch on monday, and its up and running again. So far so good -(3rd gear)Boost starts to build around 3K with about 5 psi at said 3K, moving to around 12 by 3600 (still 2.5" exh. with 2G O2 housing, RNR on the way) and full boost is just a tick under 4K in 3rd. The cams start their thing around 4400 and off she goes. The car is still tuned for 18 psi on the 14b (rich, *cough*) and I'm seeing about 20 deg. of timing at 7400 RPM on the logger with 16~17 psi. I hit about 10 knock counts at 6000 so I have to fill in a little there. The upper range has only about 2 counts so I can push that a little harder. Anyway, this thing pulls very well at 16 psi so far. I'm gonna run it up to around 20 to see how she does probably this weekend. I'm using the PTE internal gate and I get none, 0, zilch for boost creep, even at 15 psi so that is gravy to me.
Now for a few pictures:
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Sorry for the length but hey, gotta be thorough. Todd.
pps: the photo's look weird b/c they were dark as hell and I lightened them in photoshop so the contrast is all out of whack.
__________________
HKS 264/272
BR Street FMIC
DXD Racing clutch w/Fidanza FW
TRE-built tranny
SpeedDesign 4-spider CD
BR 2.5 DP, TP, & catback
Greddy Emanage & Pocketlogger
Fuel Inj. Clinic 650cc injectors
2G manifold and O2 housing
4-bolt rear
KYB AGX's
Ported 14b, waiting on PTE 60-trim
Best ET: 12.8@106 on 92 octane, 2.0 60'
