I would be curious to hear about y’all’s turbo engine setups. Piston/Rod choice, head gasket choice, fuel injector choice, etc

I’d like to hear what supporting mods you have as well. For example: MTC lock-up since you’re pushing past ~260hp.

Just want to hear success stories and lessons learned in a common thread. Lots of good engine build info spread across forums. If this thread can be a centralized location, that would be great. So many turbo builds and so many forum sites, threads, posts to filter through. It’s a lot when trying to find some info of other turbo ZX14 / ZX14R builds.

Lots of variants of a similar finished-product. Seeing what the common build is would help new builders make a better investment!!

Something like this:

Model Year: xxxx
Pistons: (brand, bore, compression, ring gap)
Rods: (brand, version, stroke if changed)
Head Gasket: (brand, thickness)
Crank: (stock or upgraded)
Engine Supporting Upgrades: (head studs? main bearing studs? bearings changed to aftermarket? Oversized valves? Dry blocked?)
Clutch: (Spring choice, lock-up clutch, slipper intact)
Turbo Configuration: (Kit Brand or DIY, Target PSI, Intercooler, etc)
Fuel Controller: (PCV? MAXXECU? etc)
Fuel Choice: (87, 93, C16, etc)
Issues: (List problems if any)
Tuner: xxxxxx
Dyno Power: xxxx hp xxxx tq @ 7 psi

I hope we can get some momentum maybe. Would be nice to see what the Turbo ZX14 guys have under their hood.
Thanks,
Dan

Hey Dan, I've recently moved to Bossier City from Maui. Check out my RCC stage 1 plus build thread here if you haven't already. It looks like your about 4 hours away. I'll be running at the Motorplex in Ennis, hoping to make the May event. I'd sent a new 2015 leftover directly to RCC in late 2016. It's got completely stock internals. They pulled the motor and added head studs, thicker head gasket, good valve springs and some oiling system mods. They heat cycled it and then let it rip on the dyno with 4-6+7.5 wastegate springs on 93 pump. My dyno sheets are on the thread. There's much more to share...

Very nice! Welcome to the south. I'll be co-hosting a night at the Ennis Motorplex in September actually, so I am very familiar with that strip. Do you know if RCC Degree'd the cams? I know it has been a while since then....

My limited R&D was finding out the first year 14 sprays richer using those injectors. Meaning white smoke richer than the 2008 they were used and dyno'd on.

Next would be finding the adjustable advancer plate for the crank pickup.

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I'll dig into my build sheet from RCC but first thought is no. I do know they kept the hydraulic cam chain tensioner which eventually started to get noisy, but I caught it before any damage was done. I installed the APE mechanical and haven't had any issues since. Being that I was in the middle of the Pacific I had Steve Knecum build me a high boost motor over covid and I can give you a full build list on it. I started with a 3,300 mile engine that was perfect. I asked about increasing the bore and he suggested I didn't as under boost they can collapse the bore. Marine was back ordering cranks at that time so I stayed with the stock configuration. We did CP pistons with coated crowns, Carrilo rods and all Kawasaki bearings. Carpenter did the head with all Vance & Hines stainless valves including oversized exhaust valves to increase the spooling. It has APE sprockets and tensioner and a new Kawasaki chain. Cams remained stock, head studs, good valve springs, undercut trans etc. I can dig out that build sheet also. My plan is to run my original build through the end of this year then install the Knecum bullit and secondary fuel system to support it.

Hub said:

Next would be finding the adjustable advancer plate for the crank pickup.

The adjustable tone wheel worked but whatever adjustment you chose was applied to the whole rev range. I remember talking to Romans about timing. He was using a module made by MSD called the SB6. You just plot your four adjustments on a graph that represents the rpm range. The SB6 automatically modulates the adjustment from one plot point to the next. The Dynojet Ignition Module would do the same thing through a map table. I'd probably choose Woolich this time around. It would be interesting to see what timing adjustments are made and I suspect the map would be a lot different for turbo than NA.

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FordTech58.

I can dig out that build sheet also.

Tried to DM you regarding your build and Ennis but I wasn't able to. Your setup sounds a lot like what I am going to do, I am very curious about the specifics. BTW Rook- I ended up going with the ultimate stage 2 kit like you will. I slept on it and didn't want to deal with sizing up injectors and the potential drivability issues. Additionally, I took my block apart and found that all the rod bearings were the ugliest bearings I had ever laid eyes on. I am extremely happy that I spotted this now. Also that valves were ALL at about HALF of the spec they needed to be. So the full fuel system will support new rods and pistons. This whole thing shifted from wanting 250-280 wheel to going all out. R.I.P. to my bank account. But at least its being done right. Also, looks like my case had been split at least once given how there was silicone in one of the oil passages....

I need to call Rob Bush to see how to identify bearing sizes. Service manual says to look for markings and colors... but doesn't say anything about how these markings are supposed to look or where they are.

Next would be finding the adjustable advancer plate for the crank pickup.

Wouldn't an ECU flash perform the same task? But with more granularity?

Thanks,
Dan

* Last updated by: danmin on 4/2/2025 @ 10:14 AM *