i've decided to open a thread to share with y'all our install of a 16valve turbo micra engine in our Austin Mini:
we have done many 8v micra conversions and have recently started doing the CG series. Our work can also be seen here:
http://www.theminiforum.co.uk/forums/index.php?showtopic=57644
a little history.
this is the fourth engine ever installed in this car in the last two years! so far its had a nissan MA10 with 4 2 1 headers and a five speed:
this was then upgraded to a nissan CG13 but carbd using a hybrid manifold and distributor:
after having alot of fun with this engine we installed it in another of our friend's cars: a mini clubman
we moved on to a toyota 4E engine but retained the nissan gearbox for simplicity:
until here we are, we decided it was time to go EFI so its back to the bullet-proof nissan cg10 engine! {but with a turbo this time}
heres a photo of it just before dropping in for install...
more details to come.......
it really doesn't get more home-made than this:
. Standard japanese-spec CG10DE engine
. SR-20 internal fuel pump
. rev-limiter removed
. Aisin (RHB35 i believe) water cooled turbocharger from daihatsu mira
. standard CG10 injectors with 5th CG10 injector drilled into throttle-body
. GE pressure switch (0-10 psi.) set to 2-3 psi. ON.
. A/F and Boost gauges.
. Subaru EJ20 turbo fuel pressure regulator.
. 3-4 degrees static timing retard
. CG13 ECU (less ignition advance)
. 2" downpipe front to rear
. 6 psi wastegate actuator
. bleed valve (achieves no more than 8psi)
. NGK heat range '7' spark plugs
. HKS ssqv blow off valve
. standard manifold cast welded to flange and ported, gussets added.
yet to be added:
. suzuki samaurai intercooler (from tmic to fmic)
. cg13 cams and buckets
these are photos of the engine before it was boosted. notice the GA15 airbox due to the alternator being relocated:
the engine ran very well before
boost and gained alot of low end torque because of
backpressure
thru the turbo manifold.
it was impressive, we then fabricated the boost pipe
so that we could start sorting fuel tuning.
our aim was to get it to work without management or
even a remap!
our initial idea was that ga15
injectors would suffice but this made the car bog down
and idle poorly and lean out when going into more than 2 psi.
we reverted to original injectors but relocated
the maf thinking that it would help meter the air
accurately and the ecu would do the rest.......wrong
again, it cut out due to lost air via the BOV but this
time leaned out at 3-4 psi. it was at this point we
decided to keep standard injectors and use the fifth.
off boost the car drives normally until 2psi where
the 5th injector pulses and boost comes in really hard,
the A/F is slightly rich above stoich throughout boost
and i am very happy with the whole thing.
so what do you guys think??
we have done many 8v micra conversions and have recently started doing the CG series. Our work can also be seen here:
http://www.theminiforum.co.uk/forums/index.php?showtopic=57644
a little history.
this is the fourth engine ever installed in this car in the last two years! so far its had a nissan MA10 with 4 2 1 headers and a five speed:
this was then upgraded to a nissan CG13 but carbd using a hybrid manifold and distributor:
after having alot of fun with this engine we installed it in another of our friend's cars: a mini clubman
we moved on to a toyota 4E engine but retained the nissan gearbox for simplicity:
until here we are, we decided it was time to go EFI so its back to the bullet-proof nissan cg10 engine! {but with a turbo this time}
heres a photo of it just before dropping in for install...
more details to come.......
it really doesn't get more home-made than this:
. Standard japanese-spec CG10DE engine
. SR-20 internal fuel pump
. rev-limiter removed
. Aisin (RHB35 i believe) water cooled turbocharger from daihatsu mira
. standard CG10 injectors with 5th CG10 injector drilled into throttle-body
. GE pressure switch (0-10 psi.) set to 2-3 psi. ON.
. A/F and Boost gauges.
. Subaru EJ20 turbo fuel pressure regulator.
. 3-4 degrees static timing retard
. CG13 ECU (less ignition advance)
. 2" downpipe front to rear
. 6 psi wastegate actuator
. bleed valve (achieves no more than 8psi)
. NGK heat range '7' spark plugs
. HKS ssqv blow off valve
. standard manifold cast welded to flange and ported, gussets added.
yet to be added:
. suzuki samaurai intercooler (from tmic to fmic)
. cg13 cams and buckets
these are photos of the engine before it was boosted. notice the GA15 airbox due to the alternator being relocated:
the engine ran very well before
boost and gained alot of low end torque because of
backpressure
thru the turbo manifold.
it was impressive, we then fabricated the boost pipe
so that we could start sorting fuel tuning.
our aim was to get it to work without management or
even a remap!
our initial idea was that ga15
injectors would suffice but this made the car bog down
and idle poorly and lean out when going into more than 2 psi.
we reverted to original injectors but relocated
the maf thinking that it would help meter the air
accurately and the ecu would do the rest.......wrong
again, it cut out due to lost air via the BOV but this
time leaned out at 3-4 psi. it was at this point we
decided to keep standard injectors and use the fifth.
off boost the car drives normally until 2psi where
the 5th injector pulses and boost comes in really hard,
the A/F is slightly rich above stoich throughout boost
and i am very happy with the whole thing.
so what do you guys think??
