T series into zt/ mg6

[Robson Rover Repair]

Looking forward to end result.

[2.2-600-vtec]

You and me both been looking at wiring diagrams all night to try and make it look factory.

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[Robson Rover Repair]

Going independent ecu, or hybrid zt / t16 ecu setup?

[2.2-600-vtec]

T16 with can bus adapter for the dash to work

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[minimutly]

I shan't be looking at any wiring diagrams, once the crank pickup is sorted (still assuming it can be), that's it.
Talking of crank/flywheel, they turned up tonight (well today, but only got home tonight). Plan on going out later to see if that baby spins the T up...

[2.2-600-vtec]

Originally Posted by minimutly

I shan't be looking at any wiring diagrams, once the crank pickup is sorted (still assuming it can be), that's it.
Talking of crank/flywheel, they turned up tonight (well today, but only got home tonight). Plan on going out later to see if that baby spins the T up...

so what managment are you using?

[minimutly]

Mgzt 1.8turbo

[2.2-600-vtec]

Originally Posted by minimutly

Mgzt 1.8turbo

I did look into this and ZandF said they could map the 1.8 ecu to run the larger injectors but that was about it as they cant rolling road tune, as the t series is a longer stroke and different compression ratio i didnt think that it would handle the engine very well, the t series ecu is very good and can easilly cope with more power and different engine configurations as it also runs a knock sensor which the 1.8 does not. i couldnt see the point in running a t series at standard 200bhp when the 1.8 can run that and is lighter i dont really know what the celling of power is on the 1.8 ecu but 330-370bhp appears to be the limit of the t series as its not mapable.

[minimutly]

Originally Posted by 2.2-600-vtec

I did look into this and ZandF said they could map the 1.8 ecu to run the larger injectors but that was about it as they cant rolling road tune, as the t series is a longer stroke and different compression ratio i didnt think that it would handle the engine very well, the t series ecu is very good and can easilly cope with more power and different engine configurations as it also runs a knock sensor which the 1.8 does not. i couldnt see the point in running a t series at standard 200bhp when the 1.8 can run that and is lighter i dont really know what the celling of power is on the 1.8 ecu but 330-370bhp appears to be the limit of the t series as its not mapable.

The fuel pressure, injector sizes and built in ignition retard and boost control will do full throttle, lambda and self learning will do the rest, allong with any adjustments I need to make in the lpg ecu. I won't be limited to 200 bhp. The t isn't that different in cr (and whats a skim anyway?), the stroke is identical...
Anyway , enough reasons justifying myself...
Last night got the two flys next to each other. The v6 is bigger- the starter ring around 10mm, the reluctor ring 5mm.
It leaves me with 3 options to explore:
1) make a new one, solid, to take the biggest disc possible.
2) modify the k by moving the holes outwards (this assumes that the larger starter ring fits, that the k timing sensor is longer, and in the right place so the timing will be correct.
3)Machine the reluctor off the v6 and make a new reluctor ring to press on, align and fit.

Probably the easiest is 2), if the assumptions come through. If not, 3)
Probably the most desirable is 1) since the DM is done away with, and it'll shave half a ton off the cars weight, compensating some for the increased overall and rotational weight of the T
I need to explore 2)....

[Christopher Price]

Can't wait to see the MOT Certificates for these cars once the older engine is fitted.