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Old 04-21-2013, 03:26 PM   #1
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Default limits of the 1.6L boosted?

ok, heres the scenario...
I bought a 1992 1.6L about 4 years ago. it has a greddy kit (according to the stickerbombing on the windshield) TD04H turbo. Big *** radiator, samco hoses, yada yada yada....
ill attatch a pic of the engine bay..
i bought it to be a DD.

well... i never met the original builder, bought it at an auction. it runs great overall. all i had to do was get some colder plugs, as it was hesitating under load/boost.

this damn thing is pushing 17 psi....

it pulls great, feels great..

what are the limits of the STOCK 1.6? boostwise?

i feel like this is too much, but it is taking all the air thats thrown into it. could it just be supporting mods that are keeping the engine alive???

i doubt it has much tuning-wise, because it still has the damn flapper box, rather than a MAP

i bought another 1.6L complete to build, because i just KNEW this one would blow... but it hasnt...

COULD this be a built motor?

Maybe is it JUST supporting mods keeping it alive???

it has a J&S knock ignition control, but it doesnt seem to work anyways, as the monitor is showing permanent standby (probably due to ghetto-*** corroded-*** connector)

here is the kicker, that may help decisions on what is POSSIBLY inside the block...

ive pushed the **** out of it for 4 years... odo now reads 211,114 miles....
approximately 75,000k of those are from me.. so, being conservative, this motor has AT LEAST 75,000 miles on THIS engine/setup

burns virtually no oil, and revvs like a ************ up to around 8k or so, and ive kept up on diligent maintanance

call me lazy, but i havent pulled it apart, because i havent had the need..

but should the stock 1.6 be able to handle this type of power/abuse for sooooo many miles? or do you guys think it has some bottom end goodies????

i know its stupid, probably hard to even guess, not knowing the car, and with the endless variables...... just wondering what peoples thoughts are

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Old 04-21-2013, 03:34 PM   #2
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i completely forgot... i DID have to replace the head gasket, and random silicon vacuum lines, and patch a crack in the manifold, at the base of the turbo flange... but thats as extreme as it has gotten for repairs for me

Last edited by supercooper; 04-21-2013 at 04:08 PM.
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Old 04-21-2013, 03:43 PM   #3
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aids
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Old 04-21-2013, 03:44 PM   #4
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aids
only on tuesdays...
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Old 04-21-2013, 04:21 PM   #5
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Stock limits are pretty well documented. Rods are good for ~220-240 ft/tq. td04 @ 17 psi is probably somewhere around ~200 on a 1.6. You are toward the upper limits of the motor but not over them if I had to guess. Aids is still aids though.
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Old 04-21-2013, 04:24 PM   #6
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Stock limits are pretty well documented. Rods are good for ~220-240 ft/tq. td04 @ 17 psi is probably somewhere around ~200 on a 1.6. You are toward the upper limits of the motor but not over them if I had to guess. Aids is still aids though.
thats good to know... this engine has just gone sooooo long, and ive been beating the **** out of it. it started to make me wonder. lol

and, yeah... aids is still aids.. BUT.... its not tuesday.... lol
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Old 04-21-2013, 04:25 PM   #7
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i was kinda hoping it was the style bar keeping it all together though... :P
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Old 04-21-2013, 04:44 PM   #8
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td04 @ 17 psi is probably somewhere around ~200 on a 1.6.
Probably a tad over, but not much. On my '92, the TD04H-15G peaked at about 15 PSI making 210 WHP on a Dynojet (with an MS1, 440c injectors, etc.) I still had some injector headroom left, but increasing the boost beyond that point seemed to just make a lot more heat without actually producing any more power.


And yes, sadly, AIDS.
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Old 04-21-2013, 04:49 PM   #9
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Probably a tad over, but not much. On my '92, the TD04H-15G peaked at about 15 PSI making 210 WHP on a Dynojet (with an MS1, 440c injectors, etc.) I still had some injector headroom left, but increasing the boost beyond that point seemed to just make a lot more heat without actually producing any more power.


And yes, sadly, AIDS.
yeah, there are so many variables, its hard to say. and no 2 setups even if identical in hardware, will be identical in results... i was just looking for roundabout ideas/estimates/opinions/experiences. lol

and, damnit... ONLY aids on tuesdays... nobodys got time for aids on sunday...
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Old 04-21-2013, 04:53 PM   #10
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Originally Posted by Joe Perez View Post
Probably a tad over, but not much. On my '92, the TD04H-15G peaked at about 15 PSI making 210 WHP on a Dynojet (with an MS1, 440c injectors, etc.) I still had some injector headroom left, but increasing the boost beyond that point seemed to just make a lot more heat without actually producing any more power.


And yes, sadly, AIDS.
I was referring to torque not hp. Either way we're on the same page. Outside the obvious problems with the build you're not exceeding power limits.
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Old 04-21-2013, 04:57 PM   #11
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yeah, there are so many variables, its hard to say. and no 2 setups even if identical in hardware, will be identical in results... i was just looking for roundabout ideas/estimates/opinions/experiences. lol
Yep. This is where putting in an hour or so of dyno time can pay dividends, even after you're got the fuel table really well optimized. It lets you make back-and-forth changes in both the boost control and the ignition timing to see what kind of changes they're making, and figure out what the least amount of X you can run is for the best possible Y.


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and, damnit... ONLY aids on tuesdays... nobodys got time for aids on sunday...
AIDS is forever.
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Old 04-21-2013, 04:57 PM   #12
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Probably a tad over, but not much. On my '92, the TD04H-15G peaked at about 15 PSI making 210 WHP on a Dynojet (with an MS1, 440c injectors, etc.) I still had some injector headroom left, but increasing the boost beyond that point seemed to just make a lot more heat without actually producing any more power.


And yes, sadly, AIDS.
those damn aids...
oh well... at least its not itchy, like scabies......

Last edited by supercooper; 04-21-2013 at 05:13 PM. Reason: wrong damn quote.....
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Old 04-21-2013, 05:09 PM   #13
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Yep. This is where putting in an hour or so of dyno time can pay dividends, even after you're got the fuel table really well optimized. It lets you make back-and-forth changes in both the boost control and the ignition timing to see what kind of changes they're making, and figure out what the least amount of X you can run is for the best possible Y.



AIDS is forever.
yeah... i need to spend some quality time on it... it has potential... main reason i bought it.
i plan on a Megasquirt setup this summer, but i have alot of research to do, as im not very familiar with it.

that, and ill be stripping all the paint, and repainting it.... and, stripping all the gay paint off the engine.

and, finding an alternative to the "upper engine stabilizer" thats in there... its a welded ghetto rigged cable tensioner/bolt setup into the side of the block. haha


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AIDS is forever.
just like diamonds.... only not.... nobody wants to give people their diamonds, whereas AIDS is the gift that keeps on giving...
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Old 04-21-2013, 05:11 PM   #14
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and, finding an alternative to the "upper engine stabilizer" thats in there... its a welded ghetto rigged cable tensioner/bolt setup into the side of the block.
One possible alternative would be stock engine mounts that aren't broken.
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Old 04-21-2013, 05:16 PM   #15
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One possible alternative would be stock engine mounts that aren't broken.
nah.. has brand new engine mounts.... idk why the guy put that "stabilizer" on there.... I'll probably just remove it. all its doing if it isnt necessary, is making takeoff from a stop a lot rougher. you can feel it pulling the chassis pretty hard
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