So, you’re diving into the world of turbocharging your OBD2 Acura Integra LS and considering an Obd2 Piggyback like the Apexi Neo SAFC to manage it all. You’re aiming for reliability, a modest power bump, and crucially, OBD2 compliance. Let’s break down your questions and ensure you’re on the right track for a successful and reliable turbo build with your OBD2 piggyback system.
You’ve laid out your project clearly: a 2000 Acura Integra LS with a B18B engine, aiming for a reliable, low-boost turbo setup using an OBD2 piggyback for tuning, specifically the Apexi Neo SAFC. Your goal of around 160 wheel horsepower is sensible and aligns well with the capabilities of a mild turbo setup on this engine. Maintaining OBD2 compliance is a smart priority, and using an OBD2 piggyback is a common approach to achieve this when factory ECU tuning options are limited or undesirable.
Let’s tackle your specific questions regarding your OBD2 piggyback and turbo build:
A. Will the piggyback throw an immediate code when installed because it’s OBD2?
No, an OBD2 piggyback like the Apexi Neo SAFC shouldn’t immediately trigger a check engine light (CEL) or throw codes upon installation. OBD2 piggybacks work by intercepting and modifying signals to the ECU, rather than directly reprogramming the ECU itself. They fine-tune parameters like fuel and air, but they operate within the factory ECU’s framework. The key is proper installation and tuning. If the piggyback is incorrectly installed or if the adjustments are wildly out of range, then yes, it could cause issues and potentially trigger codes related to fuel trims or sensor readings. However, a correctly installed and reasonably tuned OBD2 piggyback is designed to work harmoniously with your OBD2 system without causing immediate fault codes.
B. The turbo spool… .63/.50, what am I looking at here? 1 psi around ~4000 rpm?
Your turbocharger with a .63 A/R turbine housing and .50 A/R compressor housing should offer a reasonably quick spool, especially on a 1.8L engine. The .50 compressor side is relatively small, which aids in faster spool. While predicting exact boost threshold RPM is tricky without dyno testing, your estimate of 1 psi around 4000 RPM might be a bit high. With a .63 turbine and the engine characteristics of the B18B, you should likely see boost building earlier than 4000 RPM. Expect to see noticeable boost pressure starting to build perhaps around 2500-3500 RPM, with full spool achieved shortly after. The exact spool point will also depend on your exhaust system, intercooler piping, and engine load. For your goals of highway merging and hill climbs, this turbo should provide a responsive power increase in the mid-range.
C. Can the internal WG be locked “open” so the turbo does not spool?
Yes, technically, you could fabricate a way to lock the internal wastegate actuator in the “open” position. This would prevent the wastegate from closing and diverting exhaust gases through the turbine, thus preventing the turbo from spooling and generating boost.
D. If I can lock it open, is it “safe” to drive normal? High revs and whatnot?
While locking the wastegate open would prevent boost, it’s generally not recommended as a method for “normal” driving. Driving with the wastegate locked open could potentially lead to issues:
- Exhaust Flow Restriction: The wastegate is designed to regulate boost, not to be permanently open. Forcing it open might create unnatural exhaust flow patterns and potentially increase backpressure in certain driving conditions, though at low load, it’s less likely to be a major problem.
- Unintended Consequences: Modifying the wastegate actuator mechanism in such a way could have unforeseen effects on its functionality or durability.
- Complexity & Reversibility: Creating a reliable and easily reversible method to lock the wastegate open might be more trouble than it’s worth.
If you truly want to drive without boost temporarily, the simplest approach is to just drive normally and avoid heavy throttle inputs that would lead to turbo spool. With a low boost setup and a properly functioning wastegate, the turbo will only spool when you demand it. There’s no real need to mechanically disable it for daily driving.
E. I have 410cc injectors… I would rather stay with the OEM, but should I swap?
For your stated power goal of around 160 wheel horsepower and a target boost level of 8 psi (or even lower if you can achieve 5 psi), your stock injectors are likely to be insufficient. While OEM injector duty cycles might peak around 8.4 psi in some factory turbo applications, that’s not a universal limit and doesn’t account for the increased fuel demand of a turbocharger on a naturally aspirated engine.
Running out of injector capacity is dangerous as it leads to a lean fuel condition, which can cause detonation and engine damage. 410cc injectors are a reasonable upgrade for your goals and provide a good margin of safety. It’s highly recommended to install the 410cc injectors. Using larger injectors will give you the fuel headroom needed to safely run boost and allow your OBD2 piggyback to properly manage fuel delivery. You’ll need to adjust the fuel trims with your Apexi Neo SAFC to compensate for the larger injectors and ensure proper air-fuel ratios throughout the RPM and load range.
Reliability & OBD2 Compliance with your Piggyback
Your focus on reliability and OBD2 compliance is achievable with your chosen components and approach. Using an OBD2 piggyback like the Apexi Neo SAFC is a viable strategy for tuning on OBD2 vehicles, particularly when aiming for moderate power gains. Key factors for success include:
- Proper Installation: Ensure the Apexi Neo SAFC is installed correctly, following the manufacturer’s instructions and wiring diagrams precisely.
- Careful Tuning: Invest time in learning how to tune with the SAFC or seek professional tuning help. Start conservatively and monitor your air-fuel ratios (AFR) using a wideband O2 sensor to ensure safe and optimal tuning. Gradual adjustments are key.
- Boost Control: Stick to your low boost target. Lower boost levels inherently reduce stress on engine components and improve reliability.
- Monitoring: Consider installing gauges to monitor boost pressure, AFR, and potentially exhaust gas temperature (EGT). This allows you to keep a close eye on engine parameters and catch any potential issues early.
- Regular Maintenance: Maintain your car meticulously, especially after adding a turbo. Regular oil changes, spark plug checks, and overall system inspections are crucial for long-term reliability.
By addressing these points and proceeding methodically, you can achieve your goal of a reliable, fun-to-drive, and OBD2 compliant turbocharged Acura Integra using an OBD2 piggyback system. Remember to prioritize safe tuning and enjoy the added performance responsibly.
