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TurboCharging G4GC KIA Sportage SUV AUTO

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31K views 39 replies 18 participants last post by  Charlie-III  
H
#1 · (Edited)
TurboCharging G4GC KIA Sportage SUV AUTO 268FWHP

This is a Australian Kia sportage Auto project that we just finished recently. This project was aimed at making the maximum power and troque out of the factory engine, which only has 73fwkws / 115Mn torque (0~100 in 13secs, very slow).

This KIA shares the same engine and transmission as the Australian delivered 2L I4 Tiburion and lots of the information did came in from this forum.

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It is currently running on:

Brae auto: low mount manifold, and custom 3 inches turbo back exhaust,
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Return flow front mount cooler:
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HyperGear ATR28SS15 billet turbocharger and 50mm External gate
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Ebay Auto transmission cooler

Datschwerks 650cc injectors:
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Adaptronic E420D ecu:
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The most that we could manage to squeeze out of the stock 4G4C engine was 200fwkws running E85 fuel in stock Auto at 13psi of boost. The high comp engine's not been able to take any more timing or boost at this point. I believe manual would be making a little bit more power.

As for the turbocharger we ended up routing an 50mm external gate plumbed back in attempt to drop EGT in and squeeze in 2 degrees of extra timing.

Engine bay:
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The turbo kit:
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Turbokit on:
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Finished:
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As for the final result we've trailed in P95, P98 and E85 fuel.

The motor's only taken 4 degrees of timing using pump 95
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7 degrees in pump 98:
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and 13 degrees in E85:
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The corresponding HP and torque out puts are:

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Maximum boost level of 13psi:
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To squeeze out any more power would require lowering of engine compression which I'm thinking of two head gaskets with a 1.5mm metal plate in the center, and it also require much stronger coil packs. The standard item started to break down any thing above 14psi.

Overall the Kia is pretty good, suppressingly the engine managed fine with turbocharger, and the factory auto transmission handled 465MN of torque. Standard fuel pump is an walbro item and that worked fine even with E85.

Big difference looking back to see where we started and where it is now:

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All power and torque figures are tripled. This is now a very fast KIA SUV that can beat many standard sport cars on the road.
 
#2 ·
Holy cow... This was a great to start a thread. Lots of info in first post! +rep
 
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T
#4 ·
WOW, oh a SPORTAGE, sleeper as HELL, keep it up!
 
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H
#5 ·
I never worked on a Kia before or experienced any thing with the Hyundai G4GC engine.
So I originally got it up to 97fwkws and left the way it was afraid that some thing might snap. After making few posts in the KIA forums and I've been been directed here to read about "The boost thread". Lot of helpful information there and it give me an roughly estimation of what the stock engine and transmission are capable of.

I will organize other photos and earlier dyno runs shortly.
 
H
#9 · (Edited)
I believe KIA sportages were only released in the US market with a V6 2.7L motor. The 2L G4GC Motor was only released in Asia, there were only three around in Victoria Aus and we bought this one in 2010 with 27,000KM on the clock as a good fuel efficient SUV.

Its good enough apart from been slow. Well 1550KG car with 73fwkws engine, It goes from 0~100km/H in 13 secs. That is foot to the floor and hearing the engine goes Baaaaaaaa~~~~~~~ for a while, not mentioning cars behind overtakes with an attitude.

My other daily is a 623rwhp R33 skyline, I'm pretty experienced when comes to turbos with a fair amount of mechanical knowledge. So I decided to give the Sportage a truly needed make over.

So here it begins
After thoroughly inspecting the car, there has been some gaps left on the passenger side (that would be driver side for US) that I think would be perfect to run intercooler pippings through without cutting holes in the chassis. So all air box and induction related bits had to be removed and the battery tray had to be relocated.

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Since there aren't much room left on the driver side (us passenger side) and knowing I can not geta tremendous amount of power I've decided to run a small return flow cooler which sits perfectly on the front re-enforcement bar without having to cut the inner of the factory bumper bar.

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As far as turbocharger concern, I don't have a lot of room and on the same time not wishing to melt any thing. I rebuilt a blow T28 turbocharger out of a S14 silvia with a .64 rear housing. The exhaust manifold and dump pipe is all built around that.

The manifold is tigged together using 3mm thick steam pipe, with a pointy collection point.

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the jig:
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Finished manifold:
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Now the dump pipe has a 5 bolt dump pattern so we bashed a 2.5 inch pipe into shape and welded that on to a 5 bolt flange.
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After dressing up the welds we placed every thing together:
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Dummy fit and turned out ok except I'm not too comfortable with it sitting too close the plastic radiator fan, and the dump is bit close to the alternator:
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Heat shields were made avoid heat contact as possible to few plastic components.
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This is a oil cooled only turbocharger, we T pieced oil source out of factory oil sensor switch:
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and fitted a speed flow fitting has been fitted to the factory sump connecting to the turbocharger's oil drain port.
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The front pipe is in 2.5 inches with a flex joint that goes to the rest of the factory cat back exhaust:
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Fitted up:
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Connect all the plumbings and here we are:
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Almost like a factory turbocharged Kia sportage
 
#10 ·
Im assuming you are a welder and/or performance cae builder by trade? Would love to know how long of schooling and or experience it took to get to your expertise now. Also, what kind of welder you were using?

Would also love to see the R33. Obviously, skylines were never sold here in the US, so I would kill to see one that an NT member has.

And lastly, how you did you build, especially in the sublty department is amazing. That stock look... I just keep on staring at it. You sir, if I even have to say it, have some talent
 
#13 ·
Turbooooo Yooooodaaaaa (HE'S THE TURBO YOOOODAAAAA)!
 
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#16 ·
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H
#18 ·
haha thanks for the feedbacks. I run a small engineering firm and we machine turbo housings and build turbochargers all day long. The welding work was done by one of my close client whom is a welder. The work is done with a Tig welding.

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I need to make a correction as the Skyline wasn't pulling 623rwkws, its 623rwhp, its now sitting at 656rwhp. Its a 93 model R33 GTST with a RB25det motor in it. It has Supertech valve springs, CP foriged pistons, 5xO motor sports 1200cc injectors, Blitz twin plate clutch, 600x300x150 FMIC, ATR43SS4 Alpha turbocharger, our 50mm External gate, Brae high mount manifold, Adaptronic ECU, and 3 inch turbo back exhaust.

Final run today was 490rwkws @ 27psi of boost on E85 (105 octane) fuel.
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H
#20 · (Edited)
Yea, its running 275 Mickey Thompson ET street and still skits in 4th gear.

Back on the Kia. After all the hardware are complete I went shopping for a suitable ecu. And been commended to AEM piggyback system.

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It took a while to wire up, and it was messy.
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After all this work this computer appears to have some back ground software issues that does not correctly alter the output signals even it has been altered through the software. It also felt as the continental ecu has the ability to totally alter its outputs on certain road conditions.

When that happens the engine light comes on and the engine miss fires and carry on with all sorts of strange behaviors. Fixing it was easy, simply disconnect the battery for 5 secs connect it back on and every thing goes back to normal, only for another half an hour ish. At that time we ended up with a rough 110fwkws.

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H
#23 ·
Yea it was more of a temporary thing, I wasn't 100% convinced it would work but for the price its worth giving a short. Also the VCT controller can not be hooked as or the engine can not be started using the AEM ECU.

The wiring even looks messy but has been done properly, there wasn't any connection issues.

The AEM ecu it was removed and I went for ECU shopping again. At the time I would simply prefer a stand alone plug in ecu, so I did some home work. in Which I found the G4GC's pin out puts and plugs are almost identical to a lotus Elise. So I sourced a plug in Lotus ECU from our friend in Adaptronic with some added modifications.

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Thou the plug in ECU worked, how ever only for the engine management, the continental ecu also control the CAN system that runs the Automatic transmission, and we can not get the codes to run correctly with the stock Auto so it can change gears. We can get the transmission working in 3rd and it will stuck in 3rd. Since the car was drive able we tried to return it with the new ecu. and it managed 105fwkws, no glitches.

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#24 ·
Re: TurboCharging G4GC KIA Sportage SUV AUTO 268FWHP

Interestingly enough, that sounds exactly like my headache with the FIC.
 
#27 ·
I'd look into getting a Haltech.
 
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H
#28 ·
After few set back on the ecu including the old firmware wasn't been able to communicate to gauges or digital odometer display, dash board buttons don't response and etc, the car has been sitting in the garage for about 7 month which we were concentrating in turbocharger developments for Nissan skylines.

Till April this year. the guys Adaptronic has finally put together a firmware that is fully functional on the KIA, in exception of the CAN codes that is required to communicate with the factory Auto. Which means it will have to be a piggyback working with continental ecu controlling the factory auto.

So it went back to the dyno again, on the same time I've removed the factory cat back exhaust and replaced it with a full 3inch turbo back that splits into two 2 inches pipe that sits on the factory position. I've used three mufflers to keep the noise down.

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Still factory looking from out side:
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Back on the dyno, on 14psi and 3 degrees of timing it maxed at 142fwkws with pump 98 fuel.

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