I just took some pics of the engine bay. the pipe from the rear might take some thinking. There is a lot more going on back there than i thought. Im going to have to take some from the bottom next time im under the car. One thing might be, in the back, instead of the pipe going straight across to the turbo, like the front one, is for it to go down first then back up.

 

yeah, i saw that but running low psi ..i really don't see the need for a standalone ecu. I'm sure you guys could get by with just either the Emanage or Emanage Ultimate without any problems.


I had the Greddy Emanage but switching to a Tec3r standalone because of the changes we are making to the setup. The emanage worked fine originally.

 

Are you currently running a turbo setup on a 3GTL? I knew some people that used Tec2 on their cars (VW's and Honda's). Good stuff just really expensive. The funny thing about Tec2 or 3 is that electromotive the people who designed it didnt even know how to install it. This was back in the day but hey maybe things have changed since then. Now with management like uberdata or hondata for honda/acura's and Utec for Subaru/Mitsubishi/Dodge etc. the world of aftermarket engine management is just getting bigger and better daily.

 

I was just looking at Speed73?? turbo setup and the way he had his pipes done. I looks like he left the stock header on his. Maybe we'll just keep the stock cats, re work the exhuast to come back up to the turbo( fabricating a new J pipe and then have the ehuast come back down towards where the stock exhuast would exit. This kinda hard to describe..im going to need to take a lot of pictures..geez!
( just throwing another option out there without havin to make major major modications)

 

What's an alternative for oil return because I dont want to do any oil pan drilling on this setup? I've seen some setups where there is a tube hooked up to the oil cap. Is that the return?

 

You mean Oil Filter. Yes greddy makes them usually they are used for oil pressure gauges. I think they have also used them with the Greddy bolt-on turbo kits for hondas. You could always just buy a new oil pan and get it drilled and tapped prior to installation. It wouldn't be that bad to replace it. Just my

 

No, I have a 2gen tl. Compared to what i have spent previously and what is currently being spent, I see the tec3r as a good price because of what it offers. Installing isn't an issue on my end. The shop that does the work on my car mainly deals with electromotive products and is one of their dealers.


If there was hondata applications for these cars, I'm sure people would get them.

 

I guess so. I haven't really priced them. I just know they were eaiser to pick up for civic/integras. I never had to buy anything like that from a dealer and i have a feeling its gonna be a grip Look how much the want for factory A spec wheels..without tires!

 

Here is a sketch i did. Front pipe stays on top, Rear comes up from the bottom. They both collect and meet towards where the battery would be. There still is space up front near the front motor mount for the exhuast to exit off the turbo and flow through the area where the front exhuast manifold traveled. I noticed the both 2gens have theis turbos mounted backwards. I was trying to create a design where the compressor could still be in the forward direction. In the next design it might be better is you turn the turbo CCW about 45 degrees where the turbo is still facing forward and the exhuast has to make less of a serious bend( really not as bad as it looks in the picture( at least from the space i saw in the engine bay.But i like the idea of keeping the factory cats on and reworking the pipe to just flow up towards the turbo.

 

I have some pics of a guy's manifold with an accord v6 that he redone his stock pipes. I'll send it to you over aim when I get home from work if you are online to see what I'm talking about.

 

Cool..I should be on. If not email is jalook82@hotmail.com
I've been on all this week because of Spring Break. Kids out of school = Me out of school

 

It's not that bad at $98. Especially if you decide to sell the car and return it to stock then you have the old one to put back on. http://acuraautomotiveparts.org/acur...prddisplay.jsp

 

I would like to take a deeper look into a 3G at the next Atlanta meet. Maybe I can come up with something. Mig welding is fairly easy, but you will need to rip almost everything out of the engine bay since the work will have to be done inside the car. Unless someone can figure out a way to drill holes into the block, tap them and create a bolt on header. Or is there a flange to disconnect at a little further down?

My kit DOES leave the stock manifolds on for two reasons. One, the cast iron manifolds are much stronger than the aftermarket steel. Two, the pipes were designed with those on the car. My pipes will not fit with aftermarket headers...totally different position.

Also, I compared the holes on the stock manifolds vs. my old megans, and they are the same. It's the collector pipe afterwards that is bigger.

You should be fine with an Emanage. The wiring takes some time, but is not hard to comprehend. Just get yourself a helms manual and you will be fine. Map it out before you start cutting. I have had no problems with the emanage. In fact, with 5.8psi I am running a consistent 10.5-11.0 AFR at WOT. A little backfire, but I just need to take some fuel out.

 

i know some of you guys are saying to do e-manage and i think i would to but what about unichip?....i think the guy with the twin turbo setup is uesing unichip....would that be more of personal choice than anything?

and don't the headers/pipes to the turbo need to be an equal lengh header system.
is there going to be problems if say pipe b is long/shorter than pipe a to the turbo?meaning one side is pushing more air to it faster than the other side?.

 

To find a tuner for unchip on the east coast for example, it would be difficult. The individual with the custom TT accord, I believe is running AEM EMS. Even though I have never used it, I'm not a fan of the unichip. There were about 6 or 7 2nd gen tl's and cl's using the emanage with a turbo or supercharger and no one really had any problems with it. Currently, thinjim who dynoed at 464whp @ 10psi is using it on his turbo setup. The emanage has no many different things it can do, it can even control up to 2 extra injectors. I don't recall the unichip doing that for example, but then again I never researched it because I was never interested. Also is the unichip universal?

 

Yes this is true but just like with any project you take your time. That another beneifit i see from using the stock precats and reworking hte bottom pipes. They should be fairly equal coming off the block..( note:Also since E shift didn't change the design from the the factory design, they are a possible upgrade. 20hp - N/A might end up being 30- 40 F/I)...If we do one pipe, measure it, then work the second to be somewhere near the same length, we'll be good. One way to do this is if someone/ I buy some pre cut SS( or what ever I'm going to use to do the mock up) and try to use the same amount of bends and straights from the front and back til they meet at the collector.
As far as uni-chip, I know nothing about it except the 7thgen accords were waiting for a while to get it and when they did i didn't here too many people using it because they said it wasn't worth it unless you were at least mildly modified( more than I/H/E/)

 

Actually there are several subaru shops that have tuned/dealt with UniChip. One of them is TurboXS. However, UniChip doesn't allow you to fine tune like UTEC, Hondata, Uberdata, AEM EMS etc.. I had a UniChip on my WRX for 3 days and returned it because of drivability issues. I went with a UTEC once it was available and I mad the decision to go all out stage 4+ (bigger turbo, injectors, fuel rails and pump, and a FMIC). No issues at all with the Utec on the car.

 

..........ok, but like I said before. The emanage will work fine on the cars because its universal.

 

I understand that. I just wanted to let you know that there are places that can tune Unichip here on the East Coast and pretty close to us well. I would never use Unichip again though. Anything is better than that garbage. If they had Utec or Hondata thats the route I would go. If not then I would go Greddy E-Manage or AEM EMS.

 

will we get enought out of the emanage for the injectors or will a f.p.r. and the emanage work fine with out having to upgrade the injectors

 

Anyone know the flow rate of our injectors?

 

thinjim with the cl-s 6 speed turbo is running rc 440cc injectors with the emanage and I was running s2000 injectors which are 370cc with the emanage without any problems.

 

99-03 tl/cl including cl-s/tl-s injectors are like 260cc or 270cc but I can't remember. I'm guessing that the newer tl could be similar. Call RC and see if they have ever flow tested them.

 

Thanx for the pics BLK...I know these are gonna be real helpful. I might work on another sketch today. Honestly looking at the 3 different setups I dont think the design really has to be changed too much.

 

no problem, glad to assist. My tl will still have more whp! lol

 

wow i now realize i know next to nothing about turbos

 

Haha, I was just thinking the same thing

 

blktl you have a single turbo set up right? did you have to equal lenght your piping to the turbo? and what size turbo did you end up useing. sorry if you have said it before. also did you do a bigger fuel pump in the tank or a f.p.r. with the s2k injectors?

 

yes, i have a single turbo setup. They attempted to make the manifold equal length however because where the turbo is positioned and how the rear manifold's pipes had to be ran, they are not completely equal length as close of you would get with the room provided. Turbo is a GT35R, however it will swapped out for a better flowing one soon. I'm running a walbro 255lph fuel pump along with s2k injectors which are 370cc. They will be swapped out also however not sure what size injectors I will be using now. No fpr. Just used the Greddy Emanage along with the new injectors and fuel pump as far as the fuel process.

 

only picture I had saved on photobucket where you can see where both manifolds join together. When I get home from my current business trip I'll see if I can show some other examples.

 

no problems with not having equal length than? my buddy and i where discussing the equal length header thing that's all, to or not to do equal length.....and no internal mods done, right? how much boost are you running? you given enough info that i think i will start this, this winter after buying all the parts i need...you're also running a intercooler correct?

 

yep, running an intercooler and stock internals however keep in mind the Tl-p only is like 9.8:1 compression ratio so its a little lower. Not sure if you have 3gen or 2gen tl. Prior to the car going back in the shop it was tuned to run 6psi but soon will be running anywhere from 10-16psi, will try 16psi on the dyno to see what kind of numbers I will get. Probably 8-10psi daily though. The difference between running an equal length manifold and log manifold is that the equal length will have more lag however provide much better top end power. You can get some information on that from Full-race.com ... http://www.full-race.com/articles/Bs...st_writeup.pdf ...they gain 48whp from swapping to a equal length manifold.



Below is a picture of the intercooler however on my previous setup it was able to handle the power however with the current changes being made, I don't believe it will be able too so it will be swapped out soon also.

 

I want a turbo with blow off for my car ....

3G TL

 

any news from the guys working on this project? Wud love to see this work soon

 

I'll have a new sketch up soon. Been busy, back at work and side business has been picking up because of the season.

 

Good to hear business is good. Cant wait for the sketches

 

Don't know if the 3gen TL and the new accords share similar exhaust manifolds but there are about 2 guys getting custom turbo kits on the 7gen accord v6 speed. One shop that is doing it is in the midwest and one is on the east coast but forgot what state.

 

yeah i have the 3rd gen...that some nice numbers for just switching to an equal length system. you have answered all my question and do apprciate the info. just trying too come up with the best way to run the pipes and where to set the turbo at now

 

I'm new here, I used to drive a 98' Ford Contour, well actually I still do...but anywayz. If you don't know much about the car, its a 2.5L Duratec engine that in SVT trim puts out about 160-170 at the wheels stock. After a bit of Lobbying we got a company to get together and get us Turbo kit. I'd say about 15 people on our board have one and they range anywhere from 260- 400+ hp to the wheels now depending on PSI. The company is extremely knowledable and put out TOP QUALITY work, but of course it comes at a top quality price (6,000 for the full system and their installation) but if you guys are honestly interested in getting a Turbo made I would suggest someone looking into ADC (www.arizonadynochip.com) check out the work they've done to the Contour and the Mustang. Top notch work. Oh, I forgot to mention, the cars have gone from running high 15/low 16's to running mid to low 13's across the board.

 

That's cool.I know the main problem would be like with most companies having a car to experiment on. And something like a turbo kits would be months and months and I dont think anyone can let their car go that long. Especially while paying around 500 month on something you can't even drive. This market, the TL's, is kinda limited too as far as people trying to mod them. People were reluctant to spend 4G's on the CTSC (known name brand) so around 6G from a company most probably havent heard of is going to be kinda tuff. Like anything just gonna be research. THanx for the link