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Wheazel · 04-30-2008, 12:01 AM

This is a thread where I plan to put some pics and comments about installing the ILP turbo kit.

I started the build late yesterday and didn't have the time to do very much, but will take pictures and post comments after the next session in the garage. I will do the install myself.

Check back in 2 days or so, there might be an update.

Partlist features.
ILP turbokit with gt3076r .82a/r
675cc injectors
Aem ems
No compression change. (Might lower compression and change clutch later on)
Aiming for 330-350whp, lets see how far I can get with 8psi of boost. Will most likely build a tubular manifold to replace the cast one as soon as I get the time after the car is up and running with the cast one.

Small update 2008-04-30: I finally got a time at a tuner the 14th of May. Thats 2 weeks from today. I will be running E85 and I will raise the fuelpressure to 4bar. My 675cc injectors are a tad too small to handle 330-350whp on E85. The fuelpump has some overcapacity tho, so I think I will be fine.

Update on why I chose E85. 2008-04-30: I was talking with Chris at ILP about knocking with a restrictive turbine housing (had the .48 a/r coming at first), and he questioned the tuner that said that. However, it seems both were right.
Here in Sweden we have 98 octane and 95 octane fuel. The 98 octane fuel here is almost equal in octane value to the 91 or 93 pump gas in the states. Additionally USA gas have other additions that makes for less knocking tendency. This and also the fact that the 98 here can under bad circumstances be as low as 93(!) octane which is significantly worse than the pump gas in the states.
The Swedish tuner I have been talking to had experience from engines tuned on pump gas in the states and then sent to Sweden for further performance upgrades. When they put those engines on the testbench, they instantly had to add 3-5% more fuel and change the ignition to avoid knocking. This confirms big differences. 98 octane here in Sweden isn't very popular since it is more expensive than 95 and the fuel often end up laying in an underground tank for a long time and quality drops badly. Another example is a big twin engine boat tuned for maximum performance at 98 octane. They put the tune at the limit as it was the customers wish. When he refilled the tank the first time at a costal gasstation intended for boats, the engines blew. That 98 octane was probably one of those worse cases of bad quality.

There is a fuel sold by Shell here that is called V-Power, and that fuel is the only fuel that comes close to the pumpgas in the USA tuning wise. It is also more qualitystable due to that it is only one company supplying it. Ofcourse it costs more too.
E85 on the other hand, offers tuning very close to racing fuel, the difference is minimal.

Things to consider about E85 tho. The fuel increase requirement is not linear with regular gas. It might be needed 5% more at very low power levels and as high as 35% more at max power.

Update on some more 2008-05-01: Today was my first real buildday and I did manage to take some small steps forward. The chragepipes that leaves the enginecompartment through the "change bulb holes" proved to be a pain to get mounted. The headlights might be different on the european version, because nomatter how much I notched the lightholder, I still had to make a dent in the pipe to get it together. The intercooler was abit taller than the one featured on the install pictures that came with the ILP kit. That caused me some headache too. (Overall the installation instructions are far from complete.) They are made for experienced people with the ability to figure things out themselves. Anyway the intercooler is in place now (painted flat black on the front side to be stealthy

).
I did drain the engine from coolant fluid and oil. Then installed ILP's oil filter relocation kit, which had better instructions and wasn't hard at all. I am concerned about not using the oil cooler, but according to Chris at ILP the cooler does only a 3-5degC difference, and therefor can safely be removed. Sounds odd tho, as I will be adding more heat to the oil from the turbo and then also removes the cooling. Finally I dropped the oilpan to install the oil return coupling. Thats the status right now, hopefully I will be dealing with the fuelpump tomorrow and get the oilpan back in place.
I did take several pictures and will be posting some tomorrow.

Update 2008-05-02: Today I fixed the oilpan and got it back under the car. The oil connector install became superb. Also took out the plastic covers over the fueltank, so tomorrow there will be working with that one. Didn't work as many hours as intended today since other things came in between. Took some pictures of the small progress. Hope to post em when I sort the trouble I had with photobucket today.

Update 2008-05-04: Had some building done during saturday and sunday. Started to do the fuelpump. Went smooth no big issues. Used an instruction I found on s2ki.com made by another member. Very handy. Then I started with the fuelrail and ran into bigger problems when the injectors didn't seal satisfactory in the stock injector seat. I modified them to use the same rubber sealing as the stock injectors. Much better.
Took me hours to decide how to do it tho, and trying to figure what was the intention really. I doubt they were meant to fit. Also mounted the turbo and the clearence to the frame is maybe 3mm. VERY TIGHT. Not a perfect solution in my eyes, but I won't change it now. Would rather put some momentum support to the engine to prevent it from moving the wrong direction. Airfilter installed and and the other chargepipe on the right side of the car. Had to dent this pipe also. Simply not possible to make it fir without notching the rounded square shaped hole into the engine compartment where bulb changes are made to be done through. *sigh* Did all the lines to the turbo, oil and water. Again I wouldn't mind some better instructions for the installation. I agree tho that most is logical and can be figured out. Still this is my first turbo kit experience and I have done several things two times. Finally I mounted the blow off valve and the wastegate. Things to do now is to get the downpipe in place together with the dumptube. I intend to connect the dumptube to the downpipe, so there will be some modificatoins and welding and cutting to get it to fit. At the fuelrail I will drill another hole to put a pressure measurement just for the tuning occation. The aem is still in the box, and it will need installation too. Some more hoses need to be redirected and some pipes need to be removed or plugged. I need to sort out the engine vent. List goes on. Overall it is more work than I expected, but I do enjoy most of it.
The ILP kit is in my experience not a 100% complete kit. 98% of the parts are there, but some need to be modified pretty much and the work invloves removing many stock items. However the parts in the kit looks to be very good quality and hopefully the end result will be great. Chris at ILP is always trying to help when I call him to ask something.

I do wonder how the kraftwerks kit for the ap1s will turn out, since that one and this one will be pretty much in the same pricerange. For stock appearnce I suspect SC would have been better, but for best performance I might be on the right track.

04-30-2008, 12:01 AM	#1 (permalink)
Wheazel Member Join Date: Nov 2007 Posts: 64	Installing ILP turbo kit This is a thread where I plan to put some pics and comments about installing the ILP turbo kit. I started the build late yesterday and didn't have the time to do very much, but will take pictures and post comments after the next session in the garage. I will do the install myself. Check back in 2 days or so, there might be an update. Partlist features. ILP turbokit with gt3076r .82a/r 675cc injectors Aem ems No compression change. (Might lower compression and change clutch later on) Aiming for 330-350whp, lets see how far I can get with 8psi of boost. Will most likely build a tubular manifold to replace the cast one as soon as I get the time after the car is up and running with the cast one. Small update 2008-04-30: I finally got a time at a tuner the 14th of May. Thats 2 weeks from today. I will be running E85 and I will raise the fuelpressure to 4bar. My 675cc injectors are a tad too small to handle 330-350whp on E85. The fuelpump has some overcapacity tho, so I think I will be fine. Update on why I chose E85. 2008-04-30: I was talking with Chris at ILP about knocking with a restrictive turbine housing (had the .48 a/r coming at first), and he questioned the tuner that said that. However, it seems both were right. Here in Sweden we have 98 octane and 95 octane fuel. The 98 octane fuel here is almost equal in octane value to the 91 or 93 pump gas in the states. Additionally USA gas have other additions that makes for less knocking tendency. This and also the fact that the 98 here can under bad circumstances be as low as 93(!) octane which is significantly worse than the pump gas in the states. The Swedish tuner I have been talking to had experience from engines tuned on pump gas in the states and then sent to Sweden for further performance upgrades. When they put those engines on the testbench, they instantly had to add 3-5% more fuel and change the ignition to avoid knocking. This confirms big differences. 98 octane here in Sweden isn't very popular since it is more expensive than 95 and the fuel often end up laying in an underground tank for a long time and quality drops badly. Another example is a big twin engine boat tuned for maximum performance at 98 octane. They put the tune at the limit as it was the customers wish. When he refilled the tank the first time at a costal gasstation intended for boats, the engines blew. That 98 octane was probably one of those worse cases of bad quality. There is a fuel sold by Shell here that is called V-Power, and that fuel is the only fuel that comes close to the pumpgas in the USA tuning wise. It is also more qualitystable due to that it is only one company supplying it. Ofcourse it costs more too. E85 on the other hand, offers tuning very close to racing fuel, the difference is minimal. Things to consider about E85 tho. The fuel increase requirement is not linear with regular gas. It might be needed 5% more at very low power levels and as high as 35% more at max power. Update on some more 2008-05-01: Today was my first real buildday and I did manage to take some small steps forward. The chragepipes that leaves the enginecompartment through the "change bulb holes" proved to be a pain to get mounted. The headlights might be different on the european version, because nomatter how much I notched the lightholder, I still had to make a dent in the pipe to get it together. The intercooler was abit taller than the one featured on the install pictures that came with the ILP kit. That caused me some headache too. (Overall the installation instructions are far from complete.) They are made for experienced people with the ability to figure things out themselves. Anyway the intercooler is in place now (painted flat black on the front side to be stealthy ). I did drain the engine from coolant fluid and oil. Then installed ILP's oil filter relocation kit, which had better instructions and wasn't hard at all. I am concerned about not using the oil cooler, but according to Chris at ILP the cooler does only a 3-5degC difference, and therefor can safely be removed. Sounds odd tho, as I will be adding more heat to the oil from the turbo and then also removes the cooling. Finally I dropped the oilpan to install the oil return coupling. Thats the status right now, hopefully I will be dealing with the fuelpump tomorrow and get the oilpan back in place. I did take several pictures and will be posting some tomorrow. Update 2008-05-02: Today I fixed the oilpan and got it back under the car. The oil connector install became superb. Also took out the plastic covers over the fueltank, so tomorrow there will be working with that one. Didn't work as many hours as intended today since other things came in between. Took some pictures of the small progress. Hope to post em when I sort the trouble I had with photobucket today. Update 2008-05-04: Had some building done during saturday and sunday. Started to do the fuelpump. Went smooth no big issues. Used an instruction I found on s2ki.com made by another member. Very handy. Then I started with the fuelrail and ran into bigger problems when the injectors didn't seal satisfactory in the stock injector seat. I modified them to use the same rubber sealing as the stock injectors. Much better. Took me hours to decide how to do it tho, and trying to figure what was the intention really. I doubt they were meant to fit. Also mounted the turbo and the clearence to the frame is maybe 3mm. VERY TIGHT. Not a perfect solution in my eyes, but I won't change it now. Would rather put some momentum support to the engine to prevent it from moving the wrong direction. Airfilter installed and and the other chargepipe on the right side of the car. Had to dent this pipe also. Simply not possible to make it fir without notching the rounded square shaped hole into the engine compartment where bulb changes are made to be done through. sigh Did all the lines to the turbo, oil and water. Again I wouldn't mind some better instructions for the installation. I agree tho that most is logical and can be figured out. Still this is my first turbo kit experience and I have done several things two times. Finally I mounted the blow off valve and the wastegate. Things to do now is to get the downpipe in place together with the dumptube. I intend to connect the dumptube to the downpipe, so there will be some modificatoins and welding and cutting to get it to fit. At the fuelrail I will drill another hole to put a pressure measurement just for the tuning occation. The aem is still in the box, and it will need installation too. Some more hoses need to be redirected and some pipes need to be removed or plugged. I need to sort out the engine vent. List goes on. Overall it is more work than I expected, but I do enjoy most of it. The ILP kit is in my experience not a 100% complete kit. 98% of the parts are there, but some need to be modified pretty much and the work invloves removing many stock items. However the parts in the kit looks to be very good quality and hopefully the end result will be great. Chris at ILP is always trying to help when I call him to ask something. I do wonder how the kraftwerks kit for the ap1s will turn out, since that one and this one will be pretty much in the same pricerange. For stock appearnce I suspect SC would have been better, but for best performance I might be on the right track. __________________ 05 Silverstone/black. Sundsvall, Sweden Last edited by Wheazel : 05-04-2008 at 04:44 PM.