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DIY Turbo Discussion greddy on a 1.8? homebrew kit?

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Old 02-18-2007, 07:15 PM   #1
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Default Electric Gauges

So I'm getting ready to install a few gauges to monitor things. All of them are electronic AutoMeter gauges, just to keep fluids out of the interior, so they have their respective sender units.

First up is a Fuel Pressure gauge with a 1/8" NPT fitting on the sender. Where do I need to tap for that? Do I just T- into the fuel line somewhere, or is there a schrader valve anywhere (I couldn't find one)?

Next is the Oil Pressure gauge. My last car, I went straight to the block. The sending unit has a 1/8" NPT fitting on the end, and also has a 1/4" NPT adapter. Where is the best place to go for a reading there?

Finally, I'm installing a Pyrometer/EGT gauge. I'm going to have a 1/8" NPT threaded hole put into the log manifold to allow for the fitting AutoMeter provides. I know it's supposed to be 1"-2" away from the head basically, but was wondering if there is a particular runner people like to use to get the most accurate readings?

Thanks!
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Old 02-18-2007, 07:20 PM   #2
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Cyl. #4 is the one you need to keep an eagle eye on IIRC.
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Old 02-18-2007, 07:36 PM   #3
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The fuel pressure sender goes in the fuel feed line just before the rail. Here is a nice T fitting for a clean install.
http://cgi.ebay.com/ebaymotors/NEW-M...spagenameZWD1V
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Old 02-18-2007, 08:27 PM   #4
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Quote:
Originally Posted by kotomile View Post
Cyl. #4 is the one you need to keep an eagle eye on IIRC.
i thought it was #3 that would get the hottest.thats where i put my gauge

also drill and tap the mani on the bottom side so it looks cleaner .
i wish i ould have done that.
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Old 02-18-2007, 08:29 PM   #5
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I put my EGT in the collector under the turbo.
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Old 02-18-2007, 08:33 PM   #6
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i wonder if this effects the flow and spool up,of are turbos.
i think im getting run mine in the downpipe,when it gets warmer out.
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Old 02-18-2007, 08:36 PM   #7
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Quote:
Originally Posted by Wideopentuning View Post
The fuel pressure sender goes in the fuel feed line just before the rail. Here is a nice T fitting for a clean install.
http://cgi.ebay.com/ebaymotors/NEW-M...spagenameZWD1V
Thanks! I'm guessing our lines are 3/8" then?
Also, from the looks of things, the fuel enters the left side of the rail, and exits the right, if you are facing the intake side of the engine. Correct?
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Old 02-18-2007, 10:05 PM   #8
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No, actually they are 5/16".
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Old 02-18-2007, 11:42 PM   #9
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most people with log manifolds put the EGT sensor in the collector before the turbo.
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Old 02-19-2007, 01:14 PM   #10
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Quote:
Originally Posted by turbopezz
i thought it was #3 that would get the hottest.thats where i put my gauge
Let me guess, you used to own an aircooled Volkswagen?*

Quote:
Originally Posted by turbopezz
i wonder if this effects the flow and spool up,of are turbos. i think im getting run mine in the downpipe,when it gets warmer out.
You will get a slightly cooler (and thus less accurate) reading by placing the EGT probe after the turbo. The usual location for the probe is in the collector section of the manifold, directly below the inlet to the turbine. I doubt very seriously that this negatively affects the flow through the turbo.

That being said, my EGT probe is in the downpipe just after the turbo. I did this for reasons of paranoia- it has been suggested that over time, the tip of the probe can weaken and eventually break off. Having the tip of the probe pass through the turbine wheel would probably have negative consequences.

Quote:
Originally Posted by RotorNutFD3S View Post
Also, from the looks of things, the fuel enters the left side of the rail, and exits the right, if you are facing the intake side of the engine. Correct?
Fuel enters near the front of the rail (front of car) and exits near the back. So if you're standing at the side of the car, facing the intank manifold, the fuel enters at the right, and exits at the left. Trace the short little vacuum line from the manifold to the little regulator can on the top of the rail- that's where the fuel exits.

*Explanation: Pre-1971 Beetles were notorious for the overheating of the #3 cylinder and resultant failure of the exhaust valve. This was due to the placement of the stock oil cooler, which pre-heated the air flowing over the forward half of the left head.

Last edited by Joe Perez; 02-19-2007 at 01:29 PM.
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Old 02-19-2007, 02:44 PM   #11
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like this:




blue is feed, red is return (with a FMU plumped in, of course)
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Old 02-19-2007, 03:30 PM   #12
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Lol i was waiting for that picture to come up in this thread.
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Old 02-19-2007, 04:14 PM   #13
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Awesome! Thanks for the help there!
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