Quote:
Originally Posted by prid388
So Ive been debating whether or not I should boost. Came across this turbonetics turbo kit on at TurboKits.com 92 - 02 Honda Prelude S, SI, VTEC Turbo Kit and was wondering how much other modifications and parts are needed to be added to this kit if any, why is it cheaper then rev hard, greddy, or drag turbo kits. I have a 99 ss with about 94k miles on it. Any info or advice would be appreciated since I have found much info on turbonetics turbo kits. |
I’m a little over a year late to this thread, but I have some information to add that can be helpful/useful.
I just completed the install of this kit on my 92 Honda Prelude SI 4WS. As many of you know, the kit does not come with an aftermarket or modified ECU. The additional fuel is compensated with two 450CC injectors that are installed on the intake pipe and sprays fuel into the airstream when the aftermarket map sensor detects 2 psi. Please keep in mind that this does not replace the OEM map sensor that is currently found on your vehicle. This additional map sensor is used to control the two fuel injectors. It also comes with a universal MSD BTM that is used to retard timing. This can be set to start retarding either at 0 psi of boost or not to start until a maximum 5 psi of boost (or anywhere between 0-5). All parts fit together without any modification to the parts. The trick is to get the parts in place first and then tighten every thing down at the end. The tolerances of this kit are very tight and at some interfaces almost seem like an interference fit. The kit also comes with a “Missing Link” or check valve used to restrict the OEM map sensor from detecting boost.
I have not taken the car to get tuned yet, and will some time in the future. Unfortunately, tuning this setup will be more complicated than tuning setups with modified ECUs. Since the concept is to provide adequate fuel to air, tuning the FMAX or Turbonetics kit will require more mechanical tuning than electrical/software tuning. For example, after installation, if are running lean (assuming everything was installed correctly), then you will need to replace the two current injectors with larger injectors and possibly control the fuel pressure with a fuel pressure regulator. This may also require a larger fuel pump to deliver the required fuel. With the newer technology or modified ECUs, fuel delivery can be controlled electronically, and the stock injectors are replaced with larger ones. At this point, the ecu can be programmed to send the required amount of fuel for the air flow. Timing is also then programmed into the ecu rather than manually with a MSD BTM.
The FMAX or Turbonetics kit does have an advantage however when running emissions. Since additional fuel is controlled with additional injectors, and the additional injectors only work under boost, all you have to do is stay out of boost and your car will be running like stock. When I stay out of boost, I also get the same mileage as running stock. When I'm in boost however, I can lose as much as 5 to 7 miles per gallon.
Another quick way to return a car with this kit back to stock emissions is to disconnect the compressor side of the turbo from the pipe and removed the “Missing Link”. This way, the compressed air is pushed straight to the atmosphere rather than the engine. And again, the additional fuel injectors don’t spray because the MAP sensor used to control the spray won’t detect boost.
A couple of frustrating aspects with this kit was that the Turbonetics tech support was not helpful at all. I was stumped on the installation of the additional fuel injector controller and MSD BTM, and they were not able to help. All the help was provided by the turbonetics owners club.
This kit also is not an 8 hr install at stated on the kit’s description. There’s a lot of road blocks along the way. For example, the power steering cooling tower needed to be relocated, the wastegate flange needed to be fitted up and welded to the down pipe, the oil pan had to be removed for drilling and tapping, the turbo had to be installed and removed numerous times to ensure the oil fittings and center hub does not interfere with the compressor and turbine, the front bumper had to be trimmed to clear the intercooler, the distributor cap and rotor had to be removed temporarily for the installation of the MSD BTM, and lots of research to ensure the electronics was installed correctly.
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