hey everybody. i have a few questions before i get started. i have a 1992 Cavalier RS, still stock, and i wanna know everything i need to make boost work.
i plan on making a custom header to mount the turbo in place of the battery (relocate the battery to the trunk) mount a IHI turbo (or something small like that), and have a FMIC up front. im gonna keep the boost low (below 8) for now until i can afford to upgrade the internals and make it more boost friendly.

now for the questions:

Whats the compression ratio for my car?
where would i get oil from to feed the turbo?
what size injectors would i upgrade to for more fuel? i looked around and saw that i could use ford 35# (brown tops) is that correct?
would i need a another and/or bigger fuel pump?

thats all i can think of for now so thanks for all the info that you guys have and let me know if i missed anything.

if u have any pics of your custom setup that could help me out that would be sweet. also if there is anything else i need that i didn't ask about please let me know i would like to have this done before i graduate WyoTech sept. 23, 2005.


1992 Chevtiac Cavabird: bastard child 'Blaze'

it can be done and ive seen some rather nice setups

Stock your compression is prob in the low 9s or around that, you will want somewhere around 8:5 to 9:5 with forged parts, yea you will need a fuel pump, a bunch of places on the motor you can get oil from, aftermarket injectors are somewhat hard to find for this motor may want to consider and extra injector controller setup like the SDS EIC



1989 Turbo Trans Am #82, 2007 Cobalt SS G85

why would you mount the turbo all the way over by where the battery used to be instead of right in front?
theres a plug on the back side of the block for a an fitting not sure what size, i have some for brown top #35's i could sell you


cavaliers been laid to rest
The saturn is being born
a new cavalier is in the mist

If your 92 is pfi, you'll either need to convert the intake manifold to accept top feed injectors, switch to Saturn TBI injectors, or go the route of adding an extra injector. Search through the boost and 2nd gen forums to find more info on the Saturn injectors and what's needed, as well as the intake conversion.

Oil and coolant supply lines can be tapped into the block easily enough, though returning the coolant may be a little more tricky. Some people route the oil return to the dipstick, others have returned turbo oil to the pan.

A "custom header" can easily be made by welding a turbo flange to a stock exhaust manifold. This keeps the turbo low and out of sight. It also places the turbo in the path of cooling air through the radiator.

Switching to a v6 radiator will improve cooling and provide a larger area in front of the engine for a turbo to live. Switching to the 1999 style starter also gives more room if you decide to hang the turbo below the manifold instead of on top.

A turbo Sunbird ECM can be used with the 2.2 with tuning changes.

-->Slow

^^not nessecarily^^ I just did a turbo on my 90 tbi which was harder than if your going to do your mpim cavalier connections is pretty much already designed for a 95's which is the same concept as yours, the only mods you may have to make is get rid of your a/c compressor/condensor and shift your radiator back a bit and make a braket for your lower radiator hose and a braket for your alt. its a lot of work but defently can be done, mine is all done now I just have to tune it. if you need to see pics go to my domain site and check it out on my reg.


**changes are here**

As strange as it may seem, your tbi injector will supply more fuel than 4 mpfi side feed injectors. The tbi injector is rated at a much lower fuel pressure than the pfi injectors. Turning pressure from about 10 psi up to 70 psi will increase delivered fuel more than turning the mpfi injectors up from 43.5 psi. And what's really strange to think about is that with the turbo, the mpfi injectors can support even less hp than if the engine were NA due to a turbo's tendency to use more fuel. Worse yet, if you can't reduce ignition timing and try to rely on fuel alone, you could end up producing barely any more hp than stock, since the injectors just can't do the job. Either that, or you force the injectors to go static which is a dangerous game imo.

btw, nice job on the tbi install. You too could switch to a turbo Sunbird ecm to have boost friendly engine management.

-->Slow

so, you're saying you can throw 4 saturn TBI injectors in, turn down the fuel pressure, and run boosted with those?

how much did you have to drop the static fuel pressure?

what do TBI injectors flow?


<a href="http://www.cardomain.com/id/fireside"><img src="http://www.influx.ca/avatars/stevefiresig.jpg"></a>

Yep, 4 Saturn TBI injectors from 91-94 SOHC engines.

I had to modify the spring in my AFPR to get static fuel pressure to between 15 and 20 psi. I haven't checked it in a while and I'm not sure where the final setting ended up.

The injectors flow 52 lbs/hr at 30.5 psi. They're big.

I had to change 2 chips and 2 resistors inside the ecm because the injectors are very low impedance. Resistors might work, and external driver boxes might work, too.

Lots and lots of tuning with the OBDI Sunbird ecm. The calibration is almost ready to go prime time. After looking at the changes I had to make, I'm not sure these injectors will work with 95+ pcm's. Without being able to change the injector constant in the computer, I just don't know if they can be turned down enough to idle.

This may be a 2nd gen only solution.

-->Slow

sounds to be like you did your homework nice job.


**changes are here**

Im very impressed by your homework.

I never thought they would work with my computer, but I sure as hell can dream.

band aid fixes own me



<a href="http://www.cardomain.com/id/fireside"><img src="http://www.influx.ca/avatars/stevefiresig.jpg"></a>

Yeah, lots of research was involved. I ended up looking at injector specs for every GM injector that Delphi published. Not too much excitement there. Here's more info. One of these days I'll make that page more presentable.

The ecm could probably be modified or an external box could be used. The problem is all in software. Maybe when Shifted gets his tuner setup we could modify the GM SC program to work.

The top feed conversion is still an option. VTLoki did one around 4/13 of this year.

Ohhh... I just had a reaaaally neat idea.

Know why the top feed conversion is so expensive?
"The diameter of the '98 2.2L top feed injector was .991" and the diameter of my existing hole in the "fuel rail/intake manifold" was .948 So, basically, it needs to be enlarged just a little bit." ->VTLoki

Well, that "little bit" can get expensive. But what if the injectors were a "little bit" smaller? Check out the dimensions of the "multec 2" injector: Multec 2 spec sheet
Here's pictures of theinjector for the time challenged
They're barely any larger than the O ring which seals them. As far as published flow rates, it looks like the closest injector is the 2001-2002 Chevy 8.1L injector, rated 30 lbs/hr @ 43.5 psi. What I do not know is whether these injectors are high or low impedance parts.

Maybe someone who has access to these injectors can check fitment? I have a spare Cavvy 2.2L manifold here if someone has a mutec2 injector to loan out for a few days.

-->Slow

Any more info on the Multec 2 injectors? What applications were/are they used in? What flow rates are they available with?