Here are my collected thoughts on the kit and all that as promised…
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IAP TURBO KIT INSTALL
When all was said and done, the install took 2 weeks. We spent a good amount of time ensuring to install things in such a way that they would never have to be touched again. It’s all in the details when installing a kit like this. Details like custom re-mounting the factory splash guard, heat wrapping everything - including even the oil feed line, grouping wires/hoses together, and the list goes on. I also had my A/C system removed, as it wasn’t working, we were stumped why, and it was making the install more and more of a pain to have it retained. Losing a bit more weight and gaining a bit of a cooling edge (rad now totally open) didn’t hurt either.
ISSUES/CUSTOM WORK
It APPEARED that everything in the kit was present that should have been, but odd bolts, hoses and what not had to be found to complete certain things properly. Nothing crazy though. The IAP kit instructions were kind of random, being good and detailed to the bone in one area, while barely touching on other important areas IMO. The install as a whole generally flowed and made sense though.
A lot of custom work had to happen for me. First, I have HICAS/ABS, so the downpipe was touching brake lines. We ended up having them safely bent out of the way and heat-wrapped. The HICAS power steering resevoir completely made clocking the turbo downward (as instructed) impossible. So we clocked it sideways, as apparently many other IAP kit users recommend - so less metal has to be cut off your body to accomodate intercooler hotpiping. You just need to create an extra little bit of piping. This kind of stuff should be mentioned to potential kit buyers. Second, retaining the EGR valve required custom piping from the EGR to the lower portion of the supplied Megan Racing downpipe. But hey, apparently i’m an oddball for wanting to keep it! Third, intending to keep the car legal and quiet under boost, we needed to ALSO route the wastegate dump tube back into the downpipe - again, to the lower portion, to ensure no boost creep. This all took a lot of extra work, but was very worth it, in my opinion (for my intents and purposes for the car).
The intercooler piping, beautiful as it was, posed issues on both sides. Hot side didn’t seem long enough, even if I was going to clock the turbo downward. The cold side setup has a midsection that needed a small section cut out of the frame, and still wouldn’t quite line up or just wasn’t long enough.
I still can’t get the dang Greddy Type-RS blow off valve to open up all the way…tried loosening out all the way, playing with vacuum sources and even removing one of the two internal springs. I guess my wimpy 5 PSI isn’t enough for it!
I do not feel that the car will be safe with just a Walbro fuel pump for fuel management, so I obtained my own 8:1 Vortech FMU and 300ZX fuel filter and 94 octane to help things. Even at 5 PSI my (crappy narrowband albeit) A/F gauge was showing lean under boost with everything but the FMU. No knocking was present however, ever. After the FMU was installed, it showed rich when under boost, just slightly though - no black smoke trails or anything. Wonderful!
Lastly, any turbo kit install is going to need some time to have things tested, broken in, troubleshot - so be aware and leave time. For me, I had to solve an idle issue by replacing a bad O2 sensor, resetting ECU and re-routing vacuum lines. My non-welded oil pan bung started dripping a bit, and had to be re-installed and sealed. Exhaust system broke a hanger…that kind of thing.
IAP PRODUCT QUALITY
Really, here, I have nothing but good things to say. The manifold looks and performs magnificently. The turbo was as expected and gorgeously new with the stage 3 wheel. The oil lines’ sizes were very well thought out, so a oil feed restrictor was unnecessary and the drain is more than sufficient. Stainless steel, of course. The downpipes and intercooler piping were also beautiful & nicely finished. Intercooler was nice & as described.
It was really encouraging to see a “checklist” that had been filled out and labelled boxes included in the kit when first opening it.
DRIVING IMPRESSIONS
I can reach full boost at half throttle, sometimes less. Full boost can be had at a splendid 2750 RPM’s or so in fourth gear (as I recall), which is good for a turbo of this size. Top end power is very strong as well, it really doesn’t run out at all right to redline, and I think the equal length manifold and T4 compressor deserve the credit for that.
The whole low-boost KA-T thing is really a great street setup in my opinion. Completely controllable but with usable power when you need it…or just want it. This kit improves highway power to the point of almost wanting to laugh in your car at the person you’re passing. People who know their business are usually pretty surprised to find the power that only 5-7 PSI can make on this “four banger”. And, not that I mind VTEC, but you don’t need to be at 5500RPM+ to start getting the good stuff. Finally, the chassis feels like it is starting to have the power it’s always wanted, and can handle.
Depending on how you drive it, you can get a decent bit of “turbo rush” (throttle-slamming first gear haha) or a smooth powerband (early-shifting third to fourth etc). Either way, the car’s powerband allows it to just keep accelerating quicky!
LAST WORDS
Thanks to everyone for all the help and for the interest. Any questions, just let me know.
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