RideaT1

Hey used to browse these forums a lot back when I had my 91 hatch. I started gathering parts to boost it but at the time I only made eight bucks an hour and then the Civic had a bad encounter with a guard rail on some ice so that pretty much ---- all over that idea. I was working on gathering parts for a clean s13 coupe and was planning on an SR20 swap but now that I have the money I just don't have time to put a shell back together thats in a million peices. Opportunity arose to trade my buddy for a 94 Civic EX that runs and drives and I had been wanting to get back into Honda's so I did it. Car has minimal rust, very clean interior, and has a ton of brand new parts courtesy of Autozone's warranty system. Car has a/c and power steering removed and has some cheapo egay intake pipe and a Megan header already on it but that stuff won't be around long. Only a couple of bad things, first off the car has about 262,000 miles on it, still runs great and pulls good and doesn't smoke or leak any oil, kind of makes me wonder if it's not the original d16z6 that came in the car. Only other problems I'm aware of are the speedometer not working right at all, the car rev limits around 6200-6500 rpm, and I need to order some new rear lower control arms. Other than that everything seems in good order. My thing is I have never actually turboed one of these single cams yet and need some advice on how to fix the rev limit problem. Here's the set up I plan on running and any input is appreciated.

-Garrett T-25 off a 2g DSM
-HF/STD manifold with adapter plate
-1g DSM blow off valve
-450cc injectors
-Walbro 255lph fuel pump
-smaller ebay front mount intercooler
-Mandrel bent piping, I have the sources to make a BOV flange at work and I have someone to weld them as needed
-custom made 3" downpipe
-Silicone couplers

Now the only other thing I haven't decided on yet is fuel management. I really want to go with xenocron or crome but I don't really know anything about tuning and I don't have a lap top. Now I know FMU's are highly frowned upon around here but over the years I've seen them work perfectly fine and I have also seen them fail terribly. Now i'm pretty sure at 262k I may be picking up another motor real soon after I boost it, so I'm considering running a 12:1 FMU with the walbro and the 450cc injectors. Seems like for as small of a turbo im running and only going for 7psi I should be alright, but would the walbro 255 and 450cc injectors be overkill if I use an FMU? The only boosted cars i've ever really worked on are DSM's and SR swapped Nissan's so something like this is still a tad beyond me, thanks guys. Going to be picking some stuff up this week hopefully so i'll keep the thread updated.

Pen2_the_penguin

If you want a band-aid setup, get a boost referenced FMU or FPR along with some sort of boost timing retard.

anonymous

I have a d16a1 and i'm running 6psi (vagina boost, 14b) with a 10:1 fmu. walbro 190lph hp pump, 2* retarded base timing, and 93oct gas.

I have a wideband and the afrs are perfect everywhere with my setup. 14s cruising, mid 12s partial throttle (boost) and mid 11s wot. One good thing about an fmu is you don't experience the timing advance you do with afc's.

OBD1 hondas are stupid cheap to tune using free software, almost as cheap as an fmu. The only reason I went the fmu route is because I had one sitting in my shed from many years ago (ka-t 240sx). Pick up a chipped ecu, dsm 450s, an ostrich emulator, and a wideband then tune with chrome.

I have over 60k of boosted miles using an fmu with no failures. The secret is to keep the boost low, use premium gas, and retard the base timing a few degrees. A wideband is a good investment and they are super cheap nowadays.

You should have kept the 240 and did a cheap ka-t setup. My fmu ka-t went 13.7 on 8psi, $700 build was raping stock sr swapped 240s.

Turbohatch96y7

A walbro cost less than a hundred bucks new and a used one could be found for around 50 and injextors could be found for less than a hundred