Project Nissan 200SX 1.6 GA16DE – The O.G. intro…..

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Even though this setup is several years old we still get many questions regarding some of the most basic components used in our build. Here is a breakdown of the parts we used in our first go round (and even though many things have changed most of the fundamental turbo system components have stayed the same). 

We started out using the Hot Shot turbo manifold and associated piping. Doing this kept us from having to fabricate everything from scratch and also allowed us to choose our own supporting components.

The heart of the setup, Hot Shot’s turbo manifold and a Garrett T28 turbocharger.	The original Hot Shot intercooler piping kit

For a turbo we choose a T28 from Garrett (at the time we chose this the now super popular GT28RS was not yet available) for it’s linear response and maximum power capabilities. This turbo is OEM equipment on the Nissan Pulsar GTiR.

We had the turbine housing Extrude Honed to optimize response.

At the time Hot Shot was using a small spearco core for the Intercooler, this is part of the reason we only bought the piping kit as we opted to use a larger core from Forge Motorsports. We knew this would allow us to upgrade to a larger turbo without needing to change the intercooler. We also opted not to use the bypass valve that came with the original kit, we instead modified the Hot Shot piping to utilize a Greddy Type S.

The Forge unit fit perfectly without needing to modify the Hot Shot piping.

For the fuel and engine management systems we went with a no frills bullett proof setup.  We utilized OEM Nissan 370cc injectors (as found on the 300ZX twin turbo and SR20DET) along with a M.A.F. sensor from the KA24DE (found in the S14 240SX). We had Jim Wolf Technology tune the factory ECU for a truly plug and play system.

With the main components installed we now needed to handle lubricating and cooling the turbocharger. This involved plumbing oil and coolant supply and return lines. For the supply we used the Nis Sport adapter that tee’s off of the factory sending unit location and used a -4 line with a .060 restrictor. This keeps the turbo from getting too much oil and blowing seals, it also places the supply directly after the oil filter to minimize the risk of debris blocking the feed line.

We used Earls AN fittings to return the oil from turbocharger back to the oil pan.	Having the oil returned above the baffle is important to help prevent oil backing up in to the return line or even worse the turbocharger…

  With everything plumbed we knew that we would need to keep an eye on some engine vitals and as such installed a slew of gauges from Autometer. We wanted to monitor bost pressure, exhaust gas temperature, and oil pressure to make sure everything was in line as we shook down the turbo GA for the first time. We used an a-pillar pod from Lotek to put everything in sight. We also used a Techtom MDM100 to monitor the factory engine sensors, this allows us to monitor many things including water temp. and MAF voltage in real time. We also knew that we would be turning up the boost from the wastegate setting of 8PSI and for that we used the tried and true Greddy Profec B.

With the entire turbo system in place the last order of business was to upgrade our exhaust. Because turbochargers create a bottleneck in the exhaust a large exhaust system is needed to minimize back pressure. For this we installed a mandrel bent 3″ system that uses a perforated core resonator and a magnaflow straight through muffler.

If we had our druthers the muffler would be black too….