Depends on management used. YB dizzy for cossie setup or a trigger wheel for aftermarket.
Depends on management used. YB dizzy for cossie setup or a trigger wheel for aftermarket.
Whats the best out of the two cossie management would be easier to find
I have been wondering wasted spark on an Cosworth L6 ecu using a 36-1 trigger wheel i think you also need an ignition amp and also an amal valve???
You cant do 36-1 wheel on an L6. You need the ecu modded to fit the wasted spark board.
Cost wise its better to go for an aftermarket ecu. After getting all the cossie parts then fine someone to map it, then its more than the cost of an after market one.
but all of these parts are bolt on and fairly easy to get hold of aint they after market system will require me taking the car to there shop to get set up and fixed wouldn't it what i really am hoping to do is get the turbo on the engine and running in the car then run very low boost till it gets driven to the garage to be set up proply otherwise i gota rent out a trailer then a bit of agg lol im quite sure what i gota do help me out if i miss anythink please
1st make exhuast manifold and buy t3 turbo
2nd cossie 2wd intercooler , uprated injectors
3rd take engine out of donor sierra send to my mate with cossie pistons , rods,arp rod bolts ,rings ,headgasket (not sure what one) , small and big end bearings (what ones to get), cambelt kit (again can i use std pinto belts and tensioner)and service parts
4th all appropriate hoses , uprated fuel pump , boost , oil temp and water gauges and will i need an upgraded oil pump or under piston spray bar ? and strip other sierra ready for transplant my saph has 1.6 rear end on so looking into changing that to possibly xr4x4 or use the 2.0 pinto axle 4 a while just to get it moving
5th get the pinto loom in the other sierra as have dohc loom in people telling me to cut the other one but i think its best to just use the pinto loom
6th getting it working witch is why i would like it drive-able to get set up
does that sound ok or have i missed anythink cheers
also would it be better to remove the fan from the pully and add 2 electric fans cheers
Nothing is simple bolt on and go
You can run the efi pinto with a turbo on as i did.
For the cossie setup then you need to make up a crank sensor bracket or fit the cossie sump with it on, fit the dizzy, all the sensors and wiring.
Aftermarket can be wired to the old loom and then rolling road setup.
so after market is the way to go then
if we ever meet id defo buy you a few pints not in no gay way but youve been nothing but help and iv even repeated myself a few times aswell cheers
I would like to know when you say single cab do you mean --
single carb suck (carbon seal) or
BLOW trough
if it was suck then yes you would be seeing a fuel vaporization benifit dare I say charge cooling effect not unlike using water injection charge cooling ....???????
the vaporization benifit is happening at turbo acting just like a intercooler dose but not been further down the line
PLUS IN NON HIGH BOOST THE MIXTURE WILL BE BETTER AND BURN FASTER
ADD THE BOOST AND THEN IT COS BACK THE OTHER WAY YOU RUN IN DETONATION ISUSE (with efi you dial in mixture with boost to overcome this )
Thus low boost carbs can be better
high boost EFI helps over come mixture temp problems and you can dial in enrichment proportional to boost
I would like to know when you say single cab do you mean --
single carb suck (carbon seal) or
BLOW trough
if it was suck then yes you would be seeing a fuel vaporization benifit dare I say charge cooling effect not unlike using water injection charge cooling ....???????
the vaporization benifit is happening at turbo acting just like a intercooler dose but not been further down the line
PLUS IN NON HIGH BOOST THE MIXTURE WILL BE BETTER AND BURN FASTER
ADD THE BOOST AND THEN IT COS BACK THE OTHER WAY YOU RUN IN DETONATION ISUSE (with efi you dial in mixture with boost to overcome this )
Thus low boost carbs can be better
high boost EFI helps over come mixture temp problems and you can dial in enrichment proportional to boost
The carb was blow trough. Original Ford late Sierra manifold with DMTL carb changed for turbo. The vapor start at the carb exit and it takes more time to vaporize than the fuel injection can which inject direct into the inlet port to prevent vaporizing and common freezing problems. Reason why original carb inlet manifolds always need water heating. Now we are using this "freezing problem" to extra cool our charge. In my situation it was worth 15 Bhp.
I do not understand when you say EFI systems prevent detonation by dial in a mixture at boost? No matter what boost you are running, if you get the mixture right with the carburetor it will do the same as it will with fuel injection (carb restriction can and will be bigger in high power engines compared to fuel injection but this is probably long after your engines is broken in pieces from boost pressure, at least when using a cab large enough like Holley 500 or 2x Dollorto 45). Of course, you have to modify the carb so it understand boost and compensate with fuel. And yes, for many people dialing in more fuel using an EFI system can be easier as modifying this carburetor. But for low boost it's not extreme difficult. I gave several examples how you can do it.
I'm not saying carbs are better but I do say for many applications the carb is all you need. Can be made working very easy and cheap and is a still a nice solution for those not so familiar with fuel injection systems. Many older cars still have a carb setup so reusing this systems can save a lot of money and extra work. And even if the EFI was making more power as the carb, it is still a nice solution. I this case, the EFI lost the battle for power. And in low boost applications it will very often.
PS: when you use suck trough you will have to put a lot of heat into the carb and charge to prevent freezing in the long track. Be sure to use small tubes. So most of the extra charge cooling will go lost. Suck trough can make a lot of power, carb setting may be little easier but setting up the whole thing can be tricky as I found out with several blower kits. The trick is, keep everything small for high air speed and try to make all lines running down to the engine (so no fuel can stay collected in the tubes).
Last edited by Dyno; 26-01-2014 at 17:17.
what throttle body are people using on this setup with std eec1v ecu ?
MY MK1 ESCORT (Now turbo'd)
I'm just using the std pinto efi setup
Standard ford EECiv off the pinto 2.0 sohc EFi
Although he is now on a L1 YB Weber setup now remapped for the pinto turbo.
im so confused im getting so many different versions of a pinto bulid lol
atm i have the following parts
a complete 205 pinto 2.0 engine sierra loom
ak millar exhuast manifold
yb engine loom
yb pistons ,rods ,rings and bearings
t3 turbo
yb oil pump
rs 500 intercooler
radiator
items i think i will need are as followed
yb dizzy
yh crank sensor and make a bracket
injectors (witch im not sure on what ones to get)
a steering rack (quick rack or power steering whats best )
make an exhuast system
yb oil under piston spray bar
yb ecu been told l6 not sure
someone has reccomended a aftermarket management they said it would be better
also he said it would cost me about 4 grand to get near 300 hp
If your going the Weber YB ecu route you need all the engine sensors from the YB and the throttle body, iscv
The injectors are low impedance.
isnt there someone on this forum who sells all the sensors
Clint at bhp sells every sensor you need, I was only at his workshop the other month and he converted my pinto over from std pinto efi to full cosworth management, the difference is day and night now its on cossie management, dunno why I didnt do it in the first place. I'm from essex too, clint is only over the water, pop in and speak to him.
its not dead till it's buried!
T.I.T engineering. "Feel the power!"
because what you had worked its often hard for someone to realise how much better an alternative to something that actually works might be.I was only at his workshop the other month and he converted my pinto over from std pinto efi to full cosworth management, the difference is day and night now its on cossie management,
i spent years telling one of my friends/customers that his engine management setup was shockingly bad, it was only when i converted one of his other cars he realised it is possible to have an engine which goes like the clappers and has nice manors, when i finally converted his first car he could not believe how much better it was
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