Expert Answers: Navigating Complex Automotive Technology Questions and Answers
Welcome to the automotive section of Shock Naue Entertainment News, where we bring you insights into various fascinating areas, including the world of cars and technology. Addressing the intricate challenges faced by enthusiasts and mechanics alike, we delve into common automotive technology questions and answers from expert Eric Hsu. Whether you’re tackling a major engine build, considering a performance upgrade, or troubleshooting a vexing issue, finding reliable modern automotive technology review question answers is key to success. Eric Hsu, our resident automotive guru, offers valuable guidance, helping you navigate the complexities of vehicle modification and repair.
Modified engine bay showcasing performance components related to automotive technology questions and answers
Turbocharging Dilemma on a CA18DET
Question
I have a 200SX/180SX equipped with the CA18DE turbo engine, a Garrett GT28 turbo, a Dictator fuel management system, and an Autobahn88 front-mount intercooler kit. Currently, it produces 278 hp at 1.1-bar boost, which I’m generally happy with, aside from the clutch failing. My ambition is to build the most powerful CA18DE turbo engine in South Africa, aiming to surpass the known record of 275 kw (369 whp). I’ve already acquired Wiseco pistons, Eagle K1 rods, Splitfire coil packs, a Cometic gasket set, and a highly modified cylinder head featuring Kelford cams, Tomei Powered double valve retainers, stainless valves, and solid lifters. An Autobahn88 bottom-mount turbo manifold is also imported, and I plan to buy an intake manifold.
What turbocharger would you recommend for this setup? I can tolerate some turbo lag, provided it reaches full boost by 4,500 rpm. I’ve considered the new Precision Turbo GT30 with a billet wheel and internal wastegate to address the top-end inefficiency observed with the previous turbo.
Groete Reinhardt Rautenbach, South Africa
Expert Answer
The components you’ve assembled are certainly appropriate for handling increased power output. The CA18DET engine is capable of producing good power, but its main limitation has historically been the cylinder head gasket. Utilizing aftermarket head studs, a metal head gasket, and ensuring proper surface grinding of the sealing surfaces will significantly enhance the head seal’s integrity. However, the cylinder head’s inherent lack of rigidity and specific water passage design can impede the CA18’s ability to maintain high power levels for extended durations.
Given your requirements, a GT30 turbocharger should comfortably meet your power goals and spool up by 4,500 rpm. However, for even quicker spooling while still exceeding 275 kw capability, you might also explore options like a Garrett GT2871 with a 52 trim or a BorgWarner EFR7064. The GT30 could potentially help maintain the cylinder head seal better since it tends to achieve higher power at lower boost pressures, though it will exhibit slightly slower response compared to the smaller options (but still reaching full boost below your 4,500 rpm target). These technical discussions often provide practical automotive technology chapter quiz answers for those learning about turbo system optimization.
Seeking Turbocharger Perfection for a Subaru WRX
Question
I own a stock Subaru WRX, and I’ve noticed the turbo wheel is starting to show signs of wear and wobble. I’m considering upgrading to a TD05H 18G turbo. Would I require any additional parts for this installation? My long-term plan involves adding further modifications to achieve between 300 and 400 hp. I’m seeking a turbo that can accommodate these future upgrades.
Luke Sullivan, Bryn Mawr, PA
Expert Answer
The 18G compressor wheel generally reaches its limit around 350 hp. If that power level aligns with your expectations, it can be a suitable turbo for your goals. The TD05H 18G is designed to bolt directly onto your WRX. However, to fully exploit its potential, you’ll need to install a larger-diameter downpipe, a higher-flowing exhaust system, and an upgraded intercooler.
If you decide to perform internal engine work in the future, incorporating a set of mild camshafts from manufacturers like Kelford or Cosworth would be a beneficial enhancement. A significant advantage of the TD05H 18G is its cost-effectiveness, largely due to its construction utilizing Mitsubishi’s OEM Subaru turbocharger housings. Staying informed through resources like automotive technology podcasts can also help guide your modification decisions.
Mitsubishi Eclipse 2G Engine Swap Considerations
Question
I have a ’95 Eclipse GS. Prior to my purchase, the engine and transmission were swapped for a ’98 GS setup, including the corresponding ECU. Recently, the ECU failed, causing various issues. I’ve been searching for a replacement engine and transmission in my area (middle of Tennessee) but have found limited options. After contacting numerous junkyards and salvage yards within 50 miles, the closest match I could find is a 4G64 engine and transmission from a 2000 Eclipse GS. I know this engine/trans combination was used in the ’95-’99 Spyder Eclipse models, but I’m uncertain about the difficulty of swapping it into my coupe. I understand it’s a larger engine and necessitates changing the engine ECU. What about the transmission ECU? I also anticipate needing new engine mounts. Both vehicles have automatic transmissions, so I don’t foresee major issues in that regard. While many might suggest buying a different car, I’m very attached to my 2G Eclipse and prefer to keep it.
David Martin, via importtuner.com
Expert Answer
Your ’95 GS was originally equipped with a Dodge 420A engine. The 4G series engines utilize entirely different engine and transmission mounts. The mounting points welded onto the chassis framerails are fundamentally different between the two platforms. Your most straightforward and least troublesome path is to locate another 420A engine. This would be a direct, 100% bolt-in replacement, avoiding the significant fabrication and complexity required for a 4G swap. To widen your search, consider using resources like Car-part.com, which offers a vast database of used auto parts from salvage yards nationwide. Many yards offer nationwide shipping, mitigating the challenge of your location in Tennessee. Getting expert guidance, perhaps from a resource like mwcc automotive technology center, is highly advisable before attempting a complex swap like this.
Subaru WRX/STI Engine Swap and ECU Challenges
Question
I currently drive an ’04 WRX that uses an STI 2.5L short block paired with the original WRX 2.0L cylinder heads. I’m planning to upgrade to Cosworth STI cylinder heads. Could you advise on the feasibility and necessary steps for this swap? Would I need an ’04 STI ECU? Are there other potential issues, such as dealing with the STI’s fly-by-wire throttle system? These are aspects I’ve been trying to clarify, particularly regarding the AVCS (Active Valve Control System). My car is presently tuned with EcuTek and features 264-degree camshafts and PPG straight-cut transmission gears.
Jason Hall, via importtuner.com
Expert Answer
For your specific situation, the optimal approach would be to source a JDM ’01-’04 EJ207 engine harness and ECU. This setup will provide native control over the AVCS system without requiring a conversion to the fly-by-wire throttle found on the USDM ’04 STI. Using a U.S.-spec ’04 STI ECU would involve significant additional wiring modifications, swapping to a new throttle body, and dedicating considerable time to troubleshoot and integrate everything correctly. EcuTek does offer support for the JDM ECU, although you may need to purchase a new license for it. Furthermore, if you decide to switch to the Cosworth EJ257 cylinder heads, you will need a new set of camshafts specifically designed for those heads. I would recommend considering a set of Cosworth 278/274 JDM STI cams to complement the new head setup.
Diagnosing Scion tC Air/Fuel Ratio and Tuning
Question
I own an automatic ’08 Scion tC and suspect it might be running a little rich. Its current engine modifications include a cold air intake, a 4-2-1 header, a full header-back exhaust system, along with a throttle-body spacer and an underdrive pulley. Could any of these modifications contribute to a rich fuel condition? Additionally, would installing a piggyback or stand-alone ECU result in any horsepower or fuel economy gains? Could either of these systems help lean out my air/fuel ratio if needed?
Anonymous, via importtuner.com
Expert Answer
Determining your air/fuel ratio accurately is not something you should estimate. Without proper monitoring, beyond observing a soot-stained black exhaust tip, your assessment might be incorrect. I strongly recommend installing a wide-band air/fuel ratio monitor, such as units from Innovate or AEM, to get precise readings and confirm that your car is running correctly. The combination of a cold air intake, header, and cat-less exhaust configuration will almost certainly require fine-tuning to optimize both the air/fuel ratio and ignition timing.
You might look into Greddy’s E-Manage piggyback system for the Scion tC. They invested considerable development effort into this system during the creation of their turbo kit, and their findings are applicable even to a normally aspirated tC like yours. There is definitely potential to gain some horsepower through careful fine-tuning. However, it’s less likely that you’ll see a significant change in fuel economy (mpg), as the factory ECU is generally quite efficient at managing fuel for cruising conditions. These technical points are often covered in automotive technology fourth edition chapter quiz answers focusing on engine management systems.
Tuning or Swapping an Old-School Mazda RX-7
Question
My wife recently surprised me with an ’82 RX-7 GSL as a welcome home gift after my military deployment. I suspect her choice was partly motivated by her dislike for my Mercury Capri XR2. What do you consider the most effective way to tune the original 1.1-liter engine to achieve a gain of 30 to 40 horsepower, or would it be better to swap in a 13B engine from an FC3S?
PO3 Michael Alexander, Port Hueneme, CA
Expert Answer
I also previously owned an ’82 GSL and still consider it one of my favorite cars to this day. You will undoubtedly have a fantastic time with it once it’s properly set up. Achieving a gain of 30 to 40 horsepower from the original 12A engine is quite feasible. Contact Racing Beat for a set of headers and a matching bolt-on exhaust system. Following that, acquire a Mikuni side-draft carburetor kit from Mazdatrix to significantly improve airflow and fuel delivery to the engine. Implementing these modifications, along with a small adjustment to the distributor for additional ignition advance, should get you that 30-40 hp increase. To complete the package and enhance the driving experience considerably, another excellent upgrade would be an ACT clutch paired with a lightweight Racing Beat flywheel. Just be mindful not to get overly carried away with that glorious rotary redline buzzer!
Seeking answers to complex automotive questions is a common need for enthusiasts. Relying on expert knowledge can save time, money, and frustration. This collection of Q&A highlights the practical advice available for tackling specific technical challenges across various vehicle platforms.
