yeah but I don't really see the problem, if someone bolts up a turbo to an NA and makes it work, and goes fast, what part of this is bad?



The part when they break their trans or rear end?



OK, but the point you would argue in the first place is to just swap in the t2 trans and rear end and drop all the money at once without even bothering to try the light and likely-underbuilt approach, not to mention cheap.



You don't lose anything by taking the repair-on-demand approach, and you just might not end up having to replace any of the drivetrain parts depending on how much you boost, how hard you drive, and the condition of all the components, in which case you will have saved some money and weight.



I think alot of the problem with people breaking rear ends in these situations is not the rear end itself but the mounts being worn out applying excessive and unexpected forces to the housing of the differential. When that front mount is toasted you get some crazy twisting going on back there.





So what exactly is the problem with boosting an otherwise NA car again?

 

I didn't mean boosting n/a motors is " bad advice".



He wasn't even giving advice, but the way he came off, some members on here will think, " hey I can do that, I can even get away with stock t2 injectors on a to4B running 10psi!"



I'm not against high compression motors, I am against bad information, and half assed work. This is what I meant by, " bad advice"



You're right about the repair on demand approach. Nothing wrong with that. But as far as t2 drivetrains being expensive goes. I swapped a t2 drivetrain in and sold my n/a drivetrain; I had enough money left over from the transaction to buy competition mounts for the entire powertrain. Bargains do come along sometimes.

 

bargains certainly do come along, hence the t2 sitting in my driveway.



but note, the greater than atmospheric pressure will be going to my engine before any of that t2 junk goes into my car. It's simply there in case I do break everything. If I don't, it's sold for a profit and my car is lighter than yours.

 

light =

 

I wish someone could find out the exact weight difference between the drivetrain parts.

 

I just might have to do that, NA trans and diff in the garage already.



I'm probably pulling the t2 apart this weekend so we can bring the motor up to bigturbo, I'll weigh the rest of the stuff as it comes out.



I've carried both, I've pushed both, and damnit everything on the NA is lighter... but that obviously comes with some negatives.



thers a funny thread over on the club by icemark about his vert, he turbo'd it and said it turned into a pig with all that crap and now it's a built NA and he's happier with it. I'm surprised it came from someone on the club!

 

Sounds like a plan.



I wonder what he would think of an n/a coupe...

 

I say congrats to Aurosting. Best of luck to you. But I would change out the 550cc secondaries for something bigger. Just to be on the safe side of things since you are running higher compression rotors. But other than that keep us posted on your dyno numbers and time slips. Laterz.



Zach

 

http://groups.msn.com/ChucksRX7/1983rx7.ms...oto&PhotoID=104



Aurosting

check the link out. It is cheaper to make a n/a turbo then to do a turboII motor change. Nice to see others turbocharging n/a motors. 9.4 rotors do not use as much fuel/air at a given boost # as does 8.5 rotors.

chuck

 

So why did you switch to a t2 motor? And why were you using a t3 turbine footprint before?