Intercooled FIAT Spider Turbo

The color is back to it's original silver
The color is back to it's original silver
The color is back to it's original silver
The color is back to it's original silver
The color is back to it's original silver
Note the custom louvered hood. It allows the intercooler to work.


Newly rebuilt engine, new Electromotive Tec3r computer, and a brand new top. Mechanically perfect.
Good tires on 14" Cromodora Turbo wheels.

FIAT (and Legend Industries) used the same computer on Turbos and regular Spiders. They just 'made do' with the Bosch CPU made richer on boost with some add on Hobbs pressure switches that modified the signal from the coolant temperature switch.
The the stock Marelli distributor has no provision for boost retard. It is just wrong for the job. We removed the distributor because the Tec3r handles the ignition. We removed the air flow sensor because not only is it restrictive but it is unecessary since we have a MAP sensor to signal the computer about the incoming air.

We installed an excellent complete engine management system onto this FIAT Turbo. An Electromotive Tec3r handles mixture and ignition.

We proved that NO Turbo spider could run well with stock injectors. It ran out of steam at 4500 RPMs. The stock injectors were open all the time. 100% duty cycle. We installed larger injectors. Our new 40 pound injectors need only 80% duty cycle at top boost and 6,000 rpms

We are now switching to a fast Lambda sensor, as per Fred Schuetler at Electromotive, to more quickly guide the mixture towards optimum air/fuel ratio at each breakpoint. A breakpoint defines mixture and ignition timing at a specific rpm and load read from a MAP sensor. We aim for 11 or 12:1 air/fuel ratio at max boost on down to 14.7:1 at cruise and idle. The computer corrects for those ratios based on inputs from the MAP sensor, temp. sensors, TP sensor, & O-2 sensor(s).
We have breakpoints set 300 rpms apart at low rpms. Above 2400 rpm we have breakpoints 400 rpms apart. Most computers will not allow breakpoints closer than 500 rpms apart. Electromotive is very flexible.



Electromotive allows various idle
air control devices. We use a GM IAC-
idle air control which is easy to source.
We have the cold idling set at 1200 rpms,
1100 a little warmer and 1000 rpm hot idle.




Electromotive ignition is the best in the business.
It has the most accurate timing definition and
longest duration spark of any aftermarket
computer made. The spark can be produced for
2 milliseconds and that is a long time for a spark.




Every (stock) Turbo that I have driven knocks or pings on boost.
Some of that due to crummy distributor and some due to poor mixture control and inadequate injectors.
A knock sensor retards the timing if needed and can help tune to the edge and be safe.
Every healthy Turbo could use the built-in 3 way rev limiter that Electromotive Tec3r features.


The intercooler uses all of the space on the right side of the
engine. The distributor, coil and airflow box are gone. Don't need 'em.
We relocated the coolant tank to the left side (see photo above).

We record the air temperature (among other things) during a run-up through the gears to learn about the intercooler.

Before we installed intercooler there was an inlet air temperature increase of 25 degrees Centigrade on a single run-up through the gears.
After our first generation ducting -- 1 degree DECREASE in air temperature through four gears.
Testing the current configuration today I was limited to only 2nd and 3rd gear run-up to redline
on boost because of too much traffic. It cooled the intake charge 6 degrees (Centigrade)!
It will probably change a full 10 degrees when I get a chance to run through 4 or 5 gears at full throttle at maximum boost.

Check out this cold air package !
The air filter is easy to service with the access panel removed. The aluminum shield completely isolates the exhaust and turbo from the inlet air. The shielding mounts to the frame at the bottom and extends to the hood from next to the radiator all the way backto the firewall yet it comes off easily for service.

All the air for the engine and the intercooler flows in from the front beside the radiator.
And the intercooler air exhausts out the hood louvers


It runs really, really well. Surprised ME! I didn't know a FIAT could run so well. It's a lot of fun to just dip into the throttle in 5th gear at 40 or 50 mph and just feel lots of torque like a big V-8. No need to downshift. It just goes. The words "Torque Monster" come to mind.


A note about aftermarket computers:
Mapping time is the most expesvie part of the job whether you are datalogging on the road or using a dynomometer.
Electromotive's software is easy to use. Electromotive even has a feature which modifies fuel maps automatically according to a datalog recording.
Electromotive Tec3r is economical when you consider the ease of mapping and all the cool features it has standard.


Now:
Newly rebuilt engine which is totally stock with minor exceptions:
the reciprocating parts are balanced finer than stock
We used a 1" wide timing belt
Apple Motor's own adjustable timing gears on each camshaft -- for low end torque I advanced the intake cam 2 degrees and retarded the exhaust cam 1 degree.
Total Seal gapless piston rings in the engine
Cold air inlet to the intercooler & engine and louvered hood to let the heat out.
Tec3r, with idle air control and knock sensor
AND larger injectors
Yellow Koni competition shocks and IAP red springs

Wish list:
Aluminum inlet tube between intercooler and plenum
Turbo timer OR an 'Accusump' like reservoir to oil the turbocharger after shutdown.
Apple Motor's own Delrin front suspension bushings


This car is unique and fast. It might be one of the best running Turbo Spiders in the land.
For sale -- $13,750 with upgraded driveline and suspension (see below)
I have saved the stock Turbo logo plenum, CPU, distributor, coil, air flow regulator assembly, double relay, and coolant tank. I have kept these parts to be able to put this car back to bone stock if that is an issue.
I have found Track-lock 3.55:1 gears and Ford Ranger housing. I will post photos and updates as work progresses on my TARE (Transmission And Rear End) project. I must remove all brackets from the Ford housing, narrow the housing about 6 inches to fit FIAT, install all FIAT brackets,etc and then fabricate a driveshaft.

I want to full throttle it. Spin tires from start to and run it to the redline in 5th gear. Purely as a scientist, for testing, you know. But,I have not done a drop-the-clutch-fast-start or a high speed run, yet. If I really hammered it, the stock trans and rear-end would become trash. I am modifiing the driveline for bolt-in so a restorer could refit back to stock parts.


* 131 transmission. Why 131? Two reasons:
1) 5th gear is spaced higher instead of comically close as on a Spider.
2) reliability. A 131 transmission is really tough. As a FIAT repair shop owner since 1973 I have never seen a 131 transmission needing repair. I have a friend and long-time competitor in Denver who tells a very similar story.

**Ford 8.8 Trac-lok with 3.55:1 rear gears to relax on the highway. Narrowed and modified to bolt in. 6500 RPM would be over 140mph.
I am going to sell the FIAT 124 Spider transmission for $600 and rear end for $400 while they still work well, guaranteed. Contact me if interested. Test drive if needed in Turbo car before I remove these parts. Warning, test driving this car is a giddy, addictive sensation that might deplete your bank account.



For more Mail to: information . OR to return to Apple Motors home page www.AppleMotors.com
Call 303-421-0571 for more info