st 204 turbo Options

[thorshammer]

Hi I have a st204 Celica with 5fse engine and am wanting o turbo it. I have read 1bwilson's and Shid's posts on turboing a 5sfe and list of components needed and this seems to be the best way to go. In my neck of the woods CT26 turbos are hard to come by, T3/T4 turbo is easier to sourc.e My question is what T3/T4 do I need and other than a CT26-T3/T4 adaptor is there anything else I need. I live in Australia so Mustangs and other American cars are not common here but plenty of Japanese sources. Thanks

[lagos]

Hmm so its the 93+ that is different. I haven't seen the insides of a celica distributor for a while, so Id love to see a pic of how it compares of someone feels like throwing one up.

This one is from an early 90s 5sfe mr2. Its exactly the same as my 3s one. I wonder If this distributor could be swapped over for 5s guys (not because its better, but to ease installation).


I mentioned "might be able to work", because my 3s didn't want to start with just an NE signal (with sequential injection). Once I managed to get both a crank and a cam signal from the distributor, the setup has worked flawlessly. The car starts up faster than the stock ecu, and overall runs better and smoother than the stock ecu ever did.

I think the DIYPNP is great because its a smaller box, easier to solder, comes with pnp connectors and has the LM conditioner built in should you need it. The standard MS2 is also a great way to go (and I think cheaper as well), but I personally wanted a solution that would work out of the box with my stock distributor.

[Syaoran]

Hmm so its the 93+ that is different. I haven't seen the insides of a celica distributor for a while, so Id love to see a pic of how it compares of someone feels like throwing one up.

This one is from an early 90s 5sfe mr2. Its exactly the same as my 3s one. I wonder If this distributor could be swapped over for 5s guys (not because its better, but to ease installation).


I mentioned "might be able to work", because my 3s didn't want to start with just an NE signal (with sequential injection). Once I managed to get both a crank and a cam signal from the distributor, the setup has worked flawlessly. The car starts up faster than the stock ecu, and overall runs better and smoother than the stock ecu ever did.

I think the DIYPNP is great because its a smaller box, easier to solder, comes with pnp connectors and has the LM conditioner built in should you need it. The standard MS2 is also a great way to go (and I think cheaper as well), but I personally wanted a solution that would work out of the box with my stock distributor.

I have one of those. Initially, I was going to go with that distributor and a Chrysler 420a dual tower coilpack. I have a friend who assembles megasquirts and he setup a pre93 distro onto a post93 MR2 5S with the 420a wasted spark coils. He ran semi-sequential injection with that distributor.

The MR2 was on MS2 and he modified the trigger wheel to make it a 24-1 so that he didn't have to use anything but the MS2's native trigger wheel decoder. It ran good and solved the previous issue it had with the stock 5S distributor. However the semi-sequential injection never worked properly after trying different settings so it went back to batch fire.

That same MR2 now has the trigger wheel I gave him, the OE sensor and a 98+ oil pump on there, and it's running full sequential injection with 0 issues, with wasted spark 420a coils. He was looking to set it up with a different coil pack but it's running fine on those ATM.

The newer 98+ camry engines should have a cam sensor and a different cam sprocket with a tab on it. They come set up for sequential ignition and injection, but Toyota decided to use wasted spark ignition and I believe sequential injection.