Hello Guys, Had a rush of blood to the head moment and bought some Mk1 8v Turbo bits.. its a Janspeed? jobbie I've little to no knowledge on turbo setups, but make up for it in enthusiasm lol Kit is incomplete, missing the inlet manifold as far as I can tell. Not found any info on it, apart from a user on the Mk1 Owners Club Rotomaster RM60 with Micro Dynamics EMSIII. As its non intercooled goes turbo > plenum > custom inlet (missing) Wondered if anyone could shead some light on it at all!? Wastegate looks a bit beefy or just old, assume the little pipe on the manifold is a screamer? pipe lol Unsure what the line coming off would link to? 3rd /4th pic unsure what the long pipe is for off the turbo ? Assume the other is the oil feed? Shaft has no play which suprised me though.... as for that im unsure So any and all comments welcome
From what I've seen online for their conversions (Capri/ Xr2/ RR/ SD1) they range from 6-9psi so would definatley be in the ball-park, albeit their all a lot larger in capacity. Also wont require any lower comp. from my understandings at that level? Bolt on almost. Micro Dynamics also looks rather crude from what i've pieced together
I'd be happy with an extra 20-30, would add a little extra fun Janspeed... from what I've recently been told quoted 60 extra... find it hard to beleive, but, on a cold day with no bonnet anything could happen lol
I only ask because I'd been playing with the idea of getting a G60 engine, getting rid of the 'charger and bolting a turbo on. Alex.
Ahh I see, I've been down the G60 route too, fun whilst it lasted lol From what I gathered, the PG/ 1H block can take a fair bit of power + boost as its setup for forced induction. So alot more than the little thing I've got for mine. But there are issues with the crank/ internals being relitivly heavy for a turbo setup, instant hit of boost and the managmeent being set for supercharger constant boost levels. But a lot manage it, and manage it well, half of what I put will probs be disproved easily and is the scaremongering peeps do, and I've picked up on lol Still, have my spare PG block for one-day and the lottery win ha Cheers,
I will be really interested in this thread. I'm looking at the feasibility of adding forced induction to one of the standard T4 engines the 2.0L Code AAC or the 2.5L Codes AET, AAF, ACU, APL and AVT. The 2.0L is basically a detuned version of the 2e or AGG but I also think there's some subtle internal differences that beef the engine up further. Compression is not an issue on most of them with the 2.0L AAC having compression at 8:1. All assistance welcome
