Pinto Turbo Conversion - Howto

Hello !

(Sorry for my bad english on non generally english forum)

I have see a lot of skogenracing video so very impressive. Here in Hungary are lots of Skogenracing fan. I saw some Skogen videos about putting turbo to a standard Pinto EFI engine in couple of hours. How can you do it? In hungary there are lot of pinto turbo conversion, but most of them drastically converted (with K-jet, or special electronic, or carburettor). I'm not expert engine builder, just amateur, so.... I need your help. I have an '89 Sierra with Standard 2.0i (Pinto EFI - 100HP) engine. I would like to turbocharging it, but i can't find any "guide" how can i do it very simple, and low cost. I don't want build a dragster, i dont want drastically conversion, just i would little bit stronger and faster car, (max 150-160HP) than before, thats all.... can anybody help me? Where can i find a detailed understandable english "howto" guide about PINTO EFI TO PINTO TURBO EFI conversion? Which parts of the engine (and ecu) must be change or update? Which parts i need to buy? What can i do, to convert Pinto EFI engine to Turbo Pinto EFI engine?

Very Thanx a lot for your help
Jankaou

Hello Jankaou and Welcome to skogenracing. =)
Nice to hear that you in Hungary are skogenracins fans.

There is a tread here att skogenracing how to turbocharge your pinto engine in a cheap way, but unfortunately it is in swedish.
Maybe Mikael can translate it for you beacuse he´s the expert in pinto conversions.

welcome!

yeah maybe we should translate the guide =)

I know i have seen a english "how to" about turbo charing the pinto...

But i cant find it

But welcome to skogenracing !

I will try to explain this in english

Welding knowledge are required i would say its useless to even try to do this if you don´t know how to weld.

First you need to remove orginal manifold and exhaust



Then you need to construct a new manifold for the turbocharger









Fits perfekt



Turbo mounted



Oilpressure to the turbo

Oil hose mountet



Welded some more, so we could connect the hose to the turbo



Like this



You need a oilreturn. In this case we welded a pipe directly to the oilpan, to do this you have to remove the enginge



There are a much simpler solution to this without removing the engine. No need tho explain, the pics show what to do.





The engine needs more fuel, standard fuelsystem leans out around 0.2bar

Easy solved with some chokeinjectors from a engine with K-jetronic. Only problem that there is only one on a K-jetronic engine. For 0.5-0.7bar you need att least four injectors

Mount them like this, we used some sheet metal screws for this



The supply these with fuel you need something like this



Fit it on the pressure hose



Electric drawing for the extra fuel supply system
To trigger the injectors you need something lika a electrical pressurebutton. A ordinary oil pressure sensor works fine



Intercooler mounted











Starting to look like a engine



The downpipe



Exhaust 2.5 inch tubes





final touch

fantastic =) duktig du micke

Hello Guys!

Very thanx alot, for your kindness, and to Mikael for the english translation. I can’t understand before, how works L-JET and the turbo together. I saw the photos, and read notes, I think I understand how its work: The standard L-JET stays in the car, and functioning than just before, but paralelly with it, the newly installed K-JET carrying more fuel to engine. So I don’t need remove or update anything on original L-JET system, only i must set up a K-jet to next to…. Is it ?

Some question:
Do K-JET injectors and original L-JET injectors gets fuel from same (original) fuelpump?
Does the original engine management functioning fine with turbo? So don’t I swap or modifying something on L-jet system?
The four K-Jet injectors works together continously, after the "pressureswitch" short the circuit. What is pressureswitch ?

Very Thanx a lot
Best regards & Good night Skogenracers (Here is the midnight going to sleep)

Jankaou

Jankaou skrev:

Hello Guys!

Very thanx alot, for your kindness, and to Mikael for the english translation. I can’t understand before, how works L-JET and the turbo together. I saw the photos, and read notes, I think I understand how its work: The standard L-JET stays in the car, and functioning than just before, but paralelly with it, the newly installed K-JET carrying more fuel to engine. So I don’t need remove or update anything on original L-JET system, only i must set up a K-jet to next to…. Is it ?

Some question:
Do K-JET injectors and original L-JET injectors gets fuel from same (original) fuelpump?
Does the original engine management functioning fine with turbo? So don’t I swap or modifying something on L-jet system?
The four K-Jet injectors works together continously, after the "pressureswitch" short the circuit. What is pressureswitch ?

Very Thanx a lot
Best regards & Good night Skogenracers (Here is the midnight going to sleep)

Jankaou

That´s correct, by allowing the orginal fuel system to work like it´s supposed to, you can get a normal fuel consumption when not using the boost. Becuase you are using the cold start injectors from the K-jet it isn´t much electrical wiring to do. Each injector supply fuel for around 20hp.
It´s the same fuelpump for both system.

Therefore it´s no neeed the modifie anything on the orginal fuelsystem

Hard to explain what a pressureswitch is, we call it "tryckvakt" the direct translation is pressureguard. It works exactly like oil pressure sensor but it´s adjustable

Thank you very much for your answers

I have some new question:

I think Pressure switch in the electronic circuit is a simple switch. When boost exceeds the adjusted limit, the pressureswitch switch ON the K-Jet injectors. The extra fuel start, and flows uncontrolled continously, until the Pressureswitch switch OFF. Its independs from RPM, and state of throttle position sensor. Doesn’t need controll, for the amount of extra fuel? What is controlling that fuel-mixture wouldn't be poor, or rich? Or doesn't need controll, it works fine without it?

Where can you mounted the pressure switch?

Turbo engines have lower compression rate than non-turbo engines. Do I modify something on Pinto engine? Degree the compression with special head gasket or something else?

Thank you.

Jankaou skrev:

Thank you very much for your answers

I have some new question:

I think Pressure switch in the electronic circuit is a simple switch. When boost exceeds the adjusted limit, the pressureswitch switch ON the K-Jet injectors. The extra fuel start, and flows uncontrolled continously, until the Pressureswitch switch OFF. Its independs from RPM, and state of throttle position sensor. Doesn’t need controll, for the amount of extra fuel? What is controlling that fuel-mixture wouldn't be poor, or rich? Or doesn't need controll, it works fine without it?

Where can you mounted the pressure switch?

Turbo engines have lower compression rate than non-turbo engines. Do I modify something on Pinto engine? Degree the compression with special head gasket or something else?

Thank you.

It works fine actually, a brutal solution perhaps but works really good
The pressure switch can you mount anyware, but it needs both vacuum and pressure so someware on the intakemanifold.

1bar works with orginal compression 0.7-0.8 is more safe boost.
After that you need to lower the compression. We use Cosworth pistons in our motors, quite cheap here in sweden. Modifiy the head is one way, a copper plate and a gasket on each side is another

Whether and you change loose leaves on Cosworth?

And from what machine the gauge of pressure of oil is used? And how it works? In fact the gauge of pressure of oil reacts to pressure drop instead of on its increase...

sorry for my bad english!


Greetings! We from Moscow, have in possession Fords Sierras, we wish to build devices on 200 + bhp, very much for a long time we sit on SkogenRacing, wrote to you on website when was still guest, we express huge respect to you!!!!! class car, you the master! We shall collect engines from spare parts Cosworth, that is inside, the head of the block, will be SOHC, and there is a question, than the Machine thinks? That is what brains cost, management? And whether the cranked shaft broke at you?

I´m sorry but i have a hard time to understand what you mean.

My solition for your problem is to contact this man

http://www.zatzy.com/showthread.php?t=282896&highlight=turbobanditen

He is from Russia and i´m sure he can spare a few tips

Hello mikael, you look like you really know what you are doing on a pinto turbo conversion!, i may well bend you ears in the future as im doing a pinto turbo on my capri at the moment although in truth im just collecting parts at the mo, i have a 2.1 205 block, 93mm accralite pistons, 1985 ford granada for the injection setup and ecu loom etc..., im going to run it through a cosworth T5 box to a 2.8i lsd axle, I think i have most of the bits now so hopefully it will all come together ok. Oh and the turbo conversion i have is a 1970's Janspeed turbo that has a big rotormaster turbo and is a suckthrough type thats goes through an Su carb but im going to ditch this and go for an injection setup!

great site by the way Jason.

Hello! I've just found this forum.

I'm from Spain, and I am also collecting information and parts in order to make my Pinto Turbo, to fit my '88 Sierra 2.0is. I would like to get about 200-230 bhp.
I will use a Cosworth bottom end with 205 block and a big valve head.

I don't know what head gasket and what camshaft could be a good option to fit in. Could you help me with this items?

On the other hand you talk about add a set of 4 new injectors that works when a pressure switch send a signal. I have thought about keep on EFI injection system, but change the original injectors and fit a set of dark blue or dark green set from a Cosworth, and manage EFI with a Megasquirt ECU (English people says that I can virtually plug and play it, but I don't know how to do it step by step).

Oh, the last quetion (at this moment). Where dou you think the air flow meter is better situated? Between the air intake and the turbo, or between the turbo and the inlet manifold?

Sorry for my bad "English" and many thanks for your help!!


Very impressive Swedish cars!!

ohh spain welcome =)

the english is very good i think and u will sure get some answers soon!

Yes, a few of us don't like fibreglass and prefer engine tuning... But only a very little few. So we have to look for help in English... or even in Swedish!!
I have seen something about a Pinto Turbo conversion running a Megasquirt ECU, but my Swedish is already too little to understand it (about ten words )

hehe..
we have a turbo conversion guide in english to, but Mikael can surely answers your questions..

Yes, I have read the English Pinto Turbo conversion, but it is not exactly what I would like to do. I would prefer learn more about Megasquirt way.

ok, just wait and u will get the info u need i think!

Oh, no problem, mate. I am not in the hurry, as I am still collecting parts to do it. Just for learn step by step.

Hi and welcome!

Standardgasket works fine actually. I tested 1.3bar so far and no problem.
If i where you i would look for a camshaft that has approx 280-290 duration and 11-12mm lift.

A lot of people here in sweden have Megasquirt in their cars and it seems to work fine. I have installed MS in my Capri (not tested yet), really simple byt demands some electrical talent. You can just cut of and change the electrical socket to a 37 pin socket and remove the airflowmeter and mount a airsensor instead. Hard to explain and i cannot help you more than that.

the airflowmeter is best mountet on the suction side. But you don´t need that with megasquirt which need the following sensors

1. Throttle position sensor
2. Air temp sensor
3. coolant temp sensor
4. MAP sensor (built-in)
5. idling solenoid (not required)
6. Lambda sensor

For more help look here

http://www.megasquirt.info/

This is just what I needed! But I have to study a lot!
Are there standard ignition maps for an engine like I want to do?

What about injectors?
I want to change original ones for a set of Cosworth injectors, but what colour?
I wish about 200-240 CV, at 1 or 1,2 bar.
In that case, what will be the correct colour? Dark blue from a 4x4, greens or greys?