I've been researching for ages now about doing a turbo conversion on my 2.2.
I have a S-truck, but the motors are quite similar.
I'm getting a 1991 Toyota built CT26 'Twin Entry' turbocharger.
I will be either building a log manifold or something similar, depending on how much space I have around the steering shaft.
I have the Denso built blow off valve on my desk.
I may be getting the MR2's intercooler, not sure, will have to see what sort of shape it is in.
I've been looking at a sandwich plate for the oil filter, to supply the turbo. However I will have to determine if it is necessary or not. Might be other places to source oil.
I am not sure what size oil restrictor to use. I know the MR2s have low oil pressure at idle.
HP Tuners is not available to me, been trying to find a suitable piggyback, the more I research MegaSquirt the more I get turned off from it. Looking at the AEM F/IC because I haven't read much good with the Greddy E-Manage. However I cannot verify anybody using one on an S10, or cavy. I had originally been planning on using stock injectors and a SDS EIC controller with two extra injectors installed in the intake piping. However I do not really want to do this setup, but I've seen people online use it and it works.
Do you have to do something with the PCV system?
I will be looking into a top feed conversion and larger injectors.
My motor will be getting a rebuild. The crank and two rods are toast right now, I have a crank and stuff.
I'm going to see about getting forged pistons, maybe eagle rods, will have stainless valves, possibly roller rockers, depends on how much money I get back from taxes and how soon I get hired someplace. I have a friend who owns a cylinder head shop and I'm learning how to fix up my head. It'll have a bit of work done to it.
What am I missing, what areas are of concern with the 2.2? I may eventually build an intake manifold.
i built a 98 s10 turbo 2.2. a log manifold will not work as the turbo will come in contact with the steering mechanism, booster, and master cylinder. a customer turbo manifold will have to be built. i built mine so the turbo sits behind the drivers headlight(where the stock airbox was). i used a t3/t4 hybrid turbo and it spooled at ~2000 rpm. im not familiar with the mr2 turbo but im betting its a bit smaller than a t3/t4.
S10turbo.com is all anyone needs to know to "hair-drier" a 2nd-gen I-4 S-truck. And they make manifolds to do it, too!
Go beyond the "bolt-on".
turbos10.com is all anyone needs to know to "hair-drier" a 2nd-gen I-4 S-truck. And they make manifolds to do it, too!
Go beyond the "bolt-on".
The hard part with the 95-97 ln2 motors are the fuel injectors. They are side feed and no o e makes larger ones for it, almost. Top feed conversion is what most do, but that can be very difficult. Also, the other hard part is the tuning. No hp tuners. Some obd options may be available, but the 96 is probably obd 2. Those two are going to be the biggest hurdles. The rest it seems like you got covered.
Yes, the '96 is OBD-II. Everything before then was OBD-I. Reason for the change was mandates on stricter emissions regulations. Plus, the OBD-II allows quicker testing without engine operation that'd pollute the air just to see is the vehicle is polluting the air... Hence why some states just dropped testing for pre-'96 vehicles all-together. That and fact that typically in "rust-belt" areas there aren't that many cars of so many years of age on the road on-average. If it's '96, I think you might be able to use HP-Tuner... IDK. You might need to simply install the VCM from a '97 to be able to tune. Other than that, if it's pre-'96 you'll need to talk to someone like TPSolutions to get a chip burned. But with as much hassle that may be... sending it back-&-forth until the tune it contains is right... you might as well just swap-in the system from a wrecked or parted '97-later.
Go beyond the "bolt-on".
