So, you’re thinking about turbocharging your OBD2 Acura Integra LS and keeping it reliable and street legal? You’re in the right place. Many enthusiasts face the challenge of adding forced induction to OBD2 vehicles while maintaining emissions compliance and engine management sanity. Let’s dive into how an Obd2 Piggyback system can be a viable solution for your B18B Integra turbo build, focusing on reliability and addressing your key concerns.
Understanding OBD2 Piggyback Systems for Turbo Builds
For OBD2 vehicles like your 2000 Acura Integra LS, completely replacing the factory ECU for tuning can be complex and often triggers a cascade of issues related to emissions and vehicle systems monitoring. This is where an OBD2 piggyback ECU comes into play. A piggyback ECU, like the Apexi Neo SAFC you’re considering, intercepts and modifies signals going to the stock ECU. It allows for adjustments to fuel and air without directly reprogramming the OEM computer. This is crucial for maintaining OBD2 compliance as the factory ECU still believes it’s in control and its diagnostic functions remain largely intact.
However, it’s important to understand the limitations. Piggybacks are not full standalone ECUs. They work within the parameters set by the stock ECU. For basic turbo setups, especially those aiming for modest horsepower gains and reliability like yours, a properly implemented OBD2 piggyback can be a cost-effective and emissions-friendly tuning solution.
Addressing Your Integra Turbo Questions
Let’s break down your specific questions about turbocharging your Integra LS with an OBD2 piggyback system:
Will an OBD2 Piggyback Throw Codes Immediately?
Generally, no. A well-designed OBD2 piggyback like the Apexi Neo SAFC is designed to work harmoniously with your factory ECU. It modifies sensor signals within acceptable ranges, preventing immediate error codes. The key is proper installation and sensible tuning. Aggressive or incorrect adjustments could lead to issues, but for a mild turbo setup and careful tuning, you should avoid immediate check engine lights directly from the piggyback installation itself. Monitoring your air/fuel ratios and sensor readings after installation is always recommended to ensure everything is operating correctly.
Turbo Spool: .63/.50 T3/T4 – What to Expect?
Your T3/T4 turbo with a .63 A/R turbine housing (hot side) and .50 compressor housing (cold side) is a good match for a B18B engine aiming for low to moderate boost. The .63 A/R turbine will provide a reasonable spool time, meaning the turbo should start generating boost at relatively lower RPMs. While pinpointing exact spool RPM is challenging without dyno testing, you can expect to see boost building well before 4000 RPM, likely starting to come on strong around 3000 RPM or even earlier depending on your engine load and other modifications. The .50 compressor housing is also appropriately sized for your horsepower goals, contributing to quicker spool. This combination is generally considered responsive and street-friendly.
Wastegate Control: Locking it Open?
Yes, you could technically try to lock the internal wastegate open. However, this is not a recommended approach for normal driving and defeats the purpose of having a turbocharger for added power when needed. Driving with the wastegate locked open would mean the turbo is essentially bypassed, and you’d be driving with a naturally aspirated engine. It’s not inherently “unsafe” in terms of immediate engine damage, but it’s pointless and can potentially lead to other issues if not properly addressed (like vacuum leaks in the wastegate control system).
Instead of locking it open, if you want to minimize boost, you should aim to use a wastegate actuator with the lowest possible spring pressure available for your turbo. Many internal wastegate turbos come with actuators set around 7-8 PSI. You may be able to find or modify an actuator for slightly lower pressure, but 5 PSI might be challenging to achieve with a standard internal wastegate setup. Adjusting boost pressure is typically done by controlling the wastegate actuator, not by locking it open for regular driving.
OEM 410cc Injectors: Swap or Stay?
For your goal of around 160 wheel horsepower and low boost (8 PSI, potentially lower), your stock 410cc injectors might be sufficient, but it’s risky and not recommended. OEM injector duty cycles reaching 84% at 8.4 PSI is a general guideline and can vary. Pushing injectors to their limit is a recipe for potential fuel starvation, especially under boost, which can lead to detonation and engine damage.
It’s strongly advised to upgrade to larger injectors. While you’re not chasing massive power, having headroom in your fuel system is crucial for reliability and safe tuning. Injectors in the 550cc to 650cc range would be a much safer and more comfortable choice for your setup. This will allow your OBD2 piggyback to control fueling more effectively and prevent leaning out under boost. Upgrading injectors is a relatively inexpensive insurance policy for engine longevity in a turbo application.
Reliable OBD2 Turbocharging: Key Considerations
Your desire for a reliable, low-boost turbo Integra is achievable with an OBD2 piggyback and careful planning. Here are key takeaways:
- OBD2 Compliance: Piggybacks are a good strategy for maintaining OBD2 functions, but careful tuning is essential to avoid triggering codes related to fuel trims or sensor readings.
- Modest Boost Goals: Sticking to low boost (under 10 PSI) is wise for reliability on a stock B18B bottom end.
- Fueling is Critical: Upgrade your injectors! Don’t risk running lean on boost to save a few dollars.
- Tuning is Key: Even with a piggyback, proper tuning is crucial. Invest in wideband O2 monitoring and consider professional tuning or datalogging and iterative adjustments to optimize fuel and timing.
- Component Matching: Your turbo choice (.63/.50 T3/T4) is well-suited for your goals. Ensure all components (FMIC, piping, etc.) are properly sized and installed.
By focusing on a conservative, well-planned approach and understanding the capabilities and limitations of an OBD2 piggyback system, you can reliably turbocharge your Acura Integra LS and enjoy that extra “umph” without sacrificing streetability or OBD2 compliance.
