[sideways]

303zuke wrote:

MrRocky wrote:

i cant find anything here or anyone willing to import one
so an efi turbo 800cc is looking more likely by the second.

Some of the Cappucino chaps used to get impressive numbers with an F8B (yes, B) block out of an 800cc Hatch (3 cyl, 797cc) and using the Turbo F6A head with a Cappucino F6A sump.

Just as a comparison, the F5A twin-cam Turbo makes approx the same power as a F10A (but at higher revs and with less torque), and F6A twin-cam Turbo makes about the same power as a G13A (but at higher revs and with less torque), so you could expect that a F8B with a twin-cam head with turbo and correctly set up with larger injectors and re-mapped ECU could get the same power figures as a G16A. You wouldn't get the torque figures of a G16A, but at least as good and possibly better torque than the F8A.

F8B bellhousing bolt pattern (and clutch/flywheel) is the same as F8A and F10A. F5A and F6A bolt patterns are slightly different. You would need a Jimny/Sierra pattern sump from the F6A rather than the Cappucino sump.

F8B blocks were only ever 6 valve heads, so you might need flycuts on the piston crowns to clear the valves of a 12 valve head, or just double up on head gaskets to keep the CR down.

I had wandered if that would work!

Do you reckon the head from an F6b would fit on an F8a? That'd be a nice combo.

MrRocky wrote:

well its always the last place you look, cheers to pete at the suzuki shop for providing me with a complete cuppaccino with minor front end damage to remove whatever i need including the F6 twincam turbo donk with 100k on the clock

what a score

I swear, you have all the luck!

Congrats on the find mate!

[alien]

farrrrrk yeahhhhhh =D

[Gwagensteve]

MrRocky wrote:

well its always the last place you look, cheers to pete at the suzuki shop for providing me with a complete cuppaccino with minor front end damage to remove whatever i need including the F6 twincam turbo donk with 100k on the clock

what a score

You're going to love that motor. Sort the gearbox and you are laughing.

Steve.

[TZAR]

MrRocky wrote:

well its always the last place you look, cheers to pete at the suzuki shop for providing me with a complete cuppaccino with minor front end damage to remove whatever i need including the F6 twincam turbo donk with 100k on the clock

what a score

make sure you get the acelerator pedal as it has a kick down switch on it ( yes even its a manual) Must be like an extra fuel cut in super turbo boost button type thing.

[Gwagensteve]

It *might* be a WOT switch that ups boost slightly when at WOT with the airconditioning on.

My Cappuccino made 8psi stock and 11 psi at WOT with the AC on.

It's irrelevant if you use a boost bleed. Greg's ran a bleed and made 11psi all day with the bleed fully closed.

The turbo is so small that more than 11 psi is pointless. Try for more and boost will spike over 1 bar on a transient and hit the fuel cut, and if you defeat that you'll find the turbo runs scaldingly hot in any case.

Really, they need a bigger turbo if 11psi of boost on a stock turbo isn't enough.

Steve.

[MrRocky]

i have promised myself that i would finish of the sr conversion in zukpwr first, so ill have the lj80 and cappuccino gear sitting there and get stuck in
mid year hopefully.

[2stroker]

I am surprised that people say that a cappacino goes well, I have had the misfortune of driving one (yes it was a squeeze) and thought it was ordinary. What KW are they supposed to make maybe I drve a dud??

[MrRocky]

47kw and redline starts at 8500rpm, intercooler and zorst upgrade will make thing a bit more exciting

[hooki]

hooki wrote:

when i was at suzukishop 3-4months ago they had a cappuccino in the yard...maybe they will sell the engine/loom/box ??

knew i saw one there

[masterA]

MrRocky wrote:

.....redline starts at 8500rpm, .....

I think thats the only reason you got it lol

[JrZook]

Gwagensteve wrote:

It *might* be a WOT switch that ups boost slightly when at WOT with the airconditioning on.

My Cappuccino made 8psi stock and 11 psi at WOT with the AC on.

It's irrelevant if you use a boost bleed. Greg's ran a bleed and made 11psi all day with the bleed fully closed.

The turbo is so small that more than 11 psi is pointless. Try for more and boost will spike over 1 bar on a transient and hit the fuel cut, and if you defeat that you'll find the turbo runs scaldingly hot in any case.

Really, they need a bigger turbo if 11psi of boost on a stock turbo isn't enough.

Steve.

Tell me more please . Is it an IHI RHB31/32 unit? When do you start seeing boost on the 660?

[303zuke]

sideways wrote:

Do you reckon the head from an F6b would fit on an F8a? That'd be a nice combo.

The F6 is a 3 cyl and the F8A is a 4cyl!!!

[sideways]

303zuke wrote:

sideways wrote:

Do you reckon the head from an F6b would fit on an F8a? That'd be a nice combo.

The F6 is a 3 cyl and the F8A is a 4cyl!!!

The F6b is a 4 cyl from the Cervo.

Stop teasing us and just do It Mick.

[Gwagensteve]

JrZook wrote:

Tell me more please . Is it an IHI RHB31/32 unit? When do you start seeing boost on the 660?

RHB31 from memory.

Torque is not legislated in the Kei Class, only HP, so the turbo is sized to provide boost as low as feasible (about 2800rpm) but that means that once your above about 6500rpm the turbo is out of flow. The result is a slightly doughy feel above those revs.

In a Cap motor, boost actually falls above about 7500 rpm.

The bolt on solution is a high flow version of the IHI turbo form Suzuki Sport, (Japan) the "small" turbo from a twin turbo (B4) Liberty, or one of the CT20 turbos from an 1GGTE toyota. Manifolds will be required for anything except the suzuki sport turbo. They will all raise the boost threshold, effectively resulting in a narrower power band.

Remember the whole point is torque and the restrictive manifolds, tiny turbo etc make sense.

Stuff to consider.

Steve.

[JrZook]

Gwagensteve wrote:

JrZook wrote:

Tell me more please . Is it an IHI RHB31/32 unit? When do you start seeing boost on the 660?

RHB31 from memory.

Torque is not legislated in the Kei Class, only HP, so the turbo is sized to provide boost as low as feasible (about 2800rpm) but that means that once your above about 6500rpm the turbo is out of flow. The result is a slightly doughy feel above those revs.

In a Cap motor, boost actually falls above about 7500 rpm.

The bolt on solution is a high flow version of the IHI turbo form Suzuki Sport, (Japan) the "small" turbo from a twin turbo (B4) Liberty, or one of the CT20 turbos from an 1GGTE toyota. Manifolds will be required for anything except the suzuki sport turbo. They will all raise the boost threshold, effectively resulting in a narrower power band.

Remember the whole point is torque and the restrictive manifolds, tiny turbo etc make sense.

Stuff to consider.

Steve.

Sweet! Cheers for the info its actually for my other project. I'm going to use an RHB31 with ~285cc that revs to 10k. It should boost descently