My set up will be:

Stock HT-18 S4/S5 turbo, no twin scroll
NA intake manifolds
turbo manifold spacer
FD pump
550cc x4 or 460cc x2 and 720cc x2
TII ECU
TII MAP
TII AFM
TMIC converted to FMIC
etc.

Now I was planning on going with an RTEK and wideband but that would mean the car being down for longer, my question is can the stock TII ECU with the sensors be able to manage until I get the WB O2 and RTEK?

Thanks

 

Well, if you're planning on running a stock TII ecu (and I hope this is S5 stuff you're talking about) 4x550 will be you're only reasonable option for injectors (460's will run lean and then when the 720's kick in it'll be pig rich)

...Then again the TII ecu is exacting 8.5:1 compression (or 9:1 if S5), NOT the 9:7:..whatever it'll be seeing on an S5 N/A motor. I'm not sure if it's smart enough to compensate and if not, that could get ugly

Just order the Rtek and wideband now. Waiting for parts will likely be your largest downtime as the install is easy as pie, and you'll be a lot better off. You could probably get it to run, but I doubt it would run well or safe.

Btw, i'm interested in this "TMIC converted to FMIC" business, any pics or sketches?

 

order the Rtek and a innovate LC-1 with gauge. these will be cheaper than a rebuild.

 

Correct, the ECU is not expecting the higher compression ratios. If you blow your motor, you will have a lot longer downtime that just waiting for your rtek.

Don't ever half-*** stuff relating to engine control, it will bite you in the ***.

 

Ah I read somewhere searching that 460/720 was more fuel than 4x550, guess I'll be going with the 550s. I didn't think about the compression on the TII ECU, thats true. Heres the TMIC/FMIC, picture taken from Aaron Cake's site:

 

Yes 460/720 would flow more than 550/550 (on the top end) but the TII ecu knows how much fuel the engine needs and administers that amount based on injector duty cycle. That calculation is completely dependent upon injector size so it will run whatever injector you put in there under the assumption that 100% duty cycle = 550cc.

Hypothetically speaking...
@ 2,000 rpm it runs 20% duty cycle = 550 x .20 = 110cc x 2 = 220 (what the engine needs)

But you put in the 460/720 combo...
.............................20% duty cycle = 460 x .20 = 92cc x 2 = 184 (what the engine would get)

Then on the Top end
@ 6,000 rpm it runs 70% dc = 550 x .70 = 385cc x 4 = 1540 (what the engine needs)

Insert 460/720 combo...
@ 6,000 rpm it runs 70% dc = 460 x .70 = 322cc x 2 = 644
........................................... 720 x .70 = 504cc x 2 = 1108 = 1752 (what the engine would get)

The Rtek makes the ecu aware that its running larger injectors so it can administer the proper amount of fuel while allowing for greater flow capacity.

That being said 550/720 and 720/720 both outflow the aforementioned setup and the Rtek comes w/ presets for those injector combos, so stick with those it'll make your life a lil easier

 

FWIW, i ran a 6 port turbo...used an RTEK, innovate LC-1, and a SAFC. of course i had the boost sensor, MAF and such to go with the TII ECU chipped. it ran great. i even used the aaron cakes TMIC to FMIC method.

 

I beat the crap out of my tII on Friday nights and my current set-up is a 6-port S5 high compression motor.550cc primaries and 750cc secondaries with an rtek 1.7 ecu.I run as high as 12PSI of boost,can't keep the dam thing straight 1st,2nd and 3rd.I was even running stock computer with all 550cc injectors 9PSI of boost,no problem.So yes i believe it can be done,cause that's my set-up until i rebuild my low compression block.

 

^nice, so was that on the stock NA or TII computer?

Out of curiosity, why would you use the SAFC with the RTEK? I thought the RTEK let you tune fuel maps?

 

My car is a original 10th Ann Edition.The only thing that changed was the block itself.I had to modify my LIM to match the 6-port configuration,but i reused everything else,computer,injectors[550cc] the complete s4 turbo set-up.Then re-route the rear coolant hose for the turbo feed and cap the one to the BAC valve.You would also have to modify your oil pedestal for oil feed to the turbo and use a turbo front cover for the oil returnKnock sensor screws into the center plate like factory[on the s5 NA blocks].This car runs like an RAPED_APE.

 

Rtek 2.0 can control fuel and timing. i had the Rtek 1.7 which you cant tune. i used the SAFC to dial in since it was a 6 port N/A motor. also this was before the 2.0 came out.
https://www.rx7club.com/2nd-generation-specific-1986-1992-17/6-port-turbo-12-lbs-boost-%3D-fun-518965/
my old beast.....that thing pulled hard....untill i tried a larger turbo and went lean punching it in 5TH gear @3000RPM's....makes sure you have enough fuel...if i would have had bigger injectors...i guarantee it would still be rippin.....

(BTW, my new setup is in my sig. one of the pics is the link)

 

Ahh, ok I wasn't fimiliar with the older RTEKs. I read all your threads while searching and learned a lot. Looks like you had a good setup going, how much boost were you running when it went lean?

I'm planning on buying the RE SPEED oil filter pedestal that has two threaded holes for the oil supply and probably oil pressure gauge later on. Drain will be a pipe on the oil pan. Coolant supply/drain will be heater core (bypassed) lines and T'd BAC lines. I'm going to use the 2.5" NA exhaust to limit boost until I get comfortable with tuning the RTEK. I'm really looking forward to it, thanks for the info.

 

12-14LBS on a Air research S4 stage 2 to4b with 550/720 combo. im betting if i would have had 1600 S (i MIGHT have been able to tune them down with a SAFC) i would still be beating on it. the IC setup was a little GHETTO but it worked...

 

So if the secondaries don't come on until 3800rpm weren't the 550cc primaries the cause of it leaning out?

The only thing I'm stuck on is removing the ACV to make room for the turbo/manifold, does it only affect emissions? According to the FSM various different sensors input data to the ACV.