Here are a few photos of my '86 5KCSTQ with some details of its mods.
Here are a few photos of my '86 5KCSTQ with some details
of its mods.
The car had the following
Electronic
fuel injection system which eliminates the CIS system
Very high flow 3" exhaust system that goes from the turbo
all the way back to the bumper. I built this myself with my new Lincoln
Squarewave TIG 175 welder that my wife gave me for Christmas.
Ported/polished head & manifolds
All new studs/bolts/nuts in the head
New hydraulic lifters
New hybrid turbo (K27/K26) - runs 17 psi easily
Cold air intake to the turbo w/ K&N
clamp-on filter
APEX
springs (Link coming soon), 
and Tokico shocks
chin spoiler
15x7 wheels with Dunlop D60A2 tires (215/60-15)
Zermatt silver w/black leather sport seats (heaters work)
New rear brake rotors and Repco Pads
New ATE single caliper conversion for front brakes, with
new ATE
PowerStop rotors with the "Atomic Swirl" groove.
Also, Performance
Friction
Carbon Metallic pads.
steering wheel (Monte Carlo - brand new three months ago) and short Anatomic
shift knob
206,000 miles
Sony AM/FM/CD stereo
This car runs 5.5 second 0-60mph times (ask Brendan Rudack - He timed it!) and I expect it to run low 14 second 1/4 mile times at the drag strip although I never verified that. It is fast, and it has the potential to go alot faster with a few more simple mods like a single pass intercooler, and possibly a better turbo. Hopefully its new owner will pursue those avenues.
The EFI makes recalibrating the fuel maps easy.
Basically, I used an
"LS-14" ECU which is "Speed-Density" meaning it only uses throttle position
and rpm for the main inputs. It does use a couple temperature inputs,
O2 sensor feedback, and ambient pressure as secondary inputs, but the primary
is TPS and RPM. I had to fabricate a mount for a TPS, and I built
a hall effect sensor that triggers off an aluminum wheel which is attached
to the front of the cam. This is the rpm signal.
The last big item was the fuel rail. It was a little tricky to get it to fit between the throttle cam and the #1 injector. The end of the #1 injector is very close to the throttle cam, and leaves very little room for the fuel rail. The CIS injectors are much shorter than electronic injectors. I had trouble making the fuel rail seal up. It would seal with air in a pail of water, but when I put gasoline under pressure, it leaked. I finally got it to seal up with some liberal brazing, but by that time, it was pretty ugly.
Since I was able to eliminate the CIS airflow meter system,
I simply plumbed a 2.5" dia steel 90 deg elbow in front of the turbo inlet,
through the front crossmember and placed the K&N
clamp-on air filter behind the front bumper. This gets cool air to
the turbo, with very little restriction at all.