super charging a 2.0 8v tall block

Right.. this is my situation..

Nando is going to make me brackets to mount up my m45...
im running 2 headgaskets..
Ive picked up some management that i want to control my injection side of the conversion but i didnt really want to touch the ignition side.. until i heard this..

So my question is.. what do people do about the timing on their conversions??? Is there a way of locking the timing on the aba lump, can you use a vernier pulley effectively on an 8v lump to adjust timing or will the ecu overule this like in the quote above?

 

I think you have to worry about timing when you are dealing with 1 Bar and over!!
on my BMW i used to run 2.2 Bar with water injection and MS, there I can adjust it, but I don't think you have to worry for less than 1 Bar, but you need to ask more, that as far as I know

 

soo... timing is safe to let the ecu manage then??

 

drive carefully and listen out for det on your first drive

 

A vernier pulley is used to adjust cam timing, not ignition. If you want to turbo an N/A engine you really need to run standalone management or at least get your ECU remapped on a dyno, that way the ignition advance/retard can be set-up perfectly as can the fueling

 

I understand that.. but there are plenty of people out there who havent done this.. i want to know how they got around this issue..

 

Ask N7NDO how he got around this everytime

 

Just do as Badger5 told you
drive carefully and listen out for det on your first drive
then you will know what you have to do and what not to do

 

i dont want to have to worry about deting when i first drive it though.. i want to set up the fuelling and use a wideband to make sure all the fuel is right then take it out and only have to worry about fuelling.. the cars quite loud too so hearing detting might be a little harder..

 

Hes running Ford EDIS now isnt he???

 

EDIS? Never used EDIS on already established hardware. Why do you think he would run that. Great on Ford products but not required for VW 16v systems.

 

maybe i read the thread wrong.. maybe its just the coilpack hes using..

http://www.edition38.com/forums/index.php?showtopic=90315&st=160&p=1593047&hl=ford&#entry1593047

musta mistaken him running edis cos ive read about it on megasquirt website

 

hi guys im currently in the middle of this conversion, well i say in the middle i mean i have collected my parts,

spec is

2e bottom end
pb ported head
rally h1 cam shaft
sierra cosworth fuel injectors (fit straight in to the std golf fuel rail)
evo 6 fuel pump on modified gti sender unit (quite easy to do)
eaton m45 from mini cooper (ideal for 2.0l - 2.4l)
g60 clutch & fly wheel
megasquirt 1 v3 ecu and custom loom
focus st 3 intercooler

has worked out quite cheap so far to collect the bits although i did get the injectors, fuel pump & intercooler for free from work.

im hoping to see 200bhp (just worried about the std box & shafts). not decided on how to lower cr yet i want to replace the b/e bearings as a matter of precaution and fit arp rod bolts although they are quite expensive, so i may get the tops of the std 2e pistons machined down and use a 2.0mm cometic multilayer head gasket.

might do a build thread when i finally get round to putting it all together if anyone interested.

 

We do not run EDIS, as means of controlling spark dwell or trigger, in these projects. A full fuel and spark controller is used. The coil pack is a Ford part but can be a from a Pug, or Reno.

 

im definatly interested i think im gonna make this my next project.

 

what exactly is a rally h1 camshaft when its at home?

 

ooops i meant golf rallye camshaft

 

pulleys to drive eaton m45

what size pulleys have people used to drive their eaton m45's on mk 8v gti?
stock size crank pulley and std mini cooper-s charger pulley?

wondering what boost they get from that setup
any info appreciated
thanks

 

@15550 r/min it is chucking in a lot of heat and requiring a lot of torque to drive itsself. With that charger on an 8v, you would get a turbo diesel like drive providing you can gear it right and can control the low down time to torque via the ECU. Tricky enough on a 16v... 1H cam may help in trapping the airflow higher up the rev range.
Use the generic Eaton compressor map as a guide. OEM compressors from Mini Cooper S, Works and Merc W203 differ slighty introducing unknowns.

 

checked rpms this afternoon with external tacho.. Its more or less 2:1 geared off the std crank pulley onto std mini cooper-s charger pulley. 850rpm idle engine ~1600rpm @ charger.

Running a forge dv007p (cos I have them around me) and had to fit strongest spring and run it in reversed direction to recirc on idle back into charger intake. 5psi is all we get on most rpms, unless you rev to 6krpm and above and then it leaps up to 10-12psi which is where I was expecting it to be. It seems like a lot more psi being generated on idle if you block its recirc, one hell of an airflow coming out.

Running ibiza 1.8t injectors for the moment, and running too rich, but at least not too lean. Lots of work to do to dial it in with budget constraints for the owner. It drives pretty well given its not remotely setup right, very snappy throttle response. Stock compression, not a hint of det so far, but then again its only 5psi.

Wondering where the boost pressure is tho, as it can produce the boost but not unless its >5500rpm and its step change more.

What boost do others get off the stock pulley sizes?
thx