Hi, Guest
In a nutshell:
S/C - yes, any kit that bolts to the factory Zetec (or in our case, 60mm BDR TB) TB will work. Any kit that replaces the factory Zetec intake manifold (IE Powerworks) will not. As far as I know, the injectors for the SPI and Zetec are the same. Any replacement MAF for the Zetec will work with the SPI. Same for larger injectors. The only hiccup will be belt routing and actual pulley placement relative to the existing accessory belt path. One or two guys on the Jet have done this, but not without their fair share of aggravation. This idea is the "quicker" of the two FI options, and might work better for you if you need to get the car back on the road in a relative hurry. You'll need to spend more than a few days tuning it, at least, unless you plan on sinking silly amounts of cash at a dyno down south.
Turbo - the road most often travelled. The problem here is that there are no "kits" for the SPI. You generally need to feel out who has done the most work, and then 3-4 more sources on top of that. Ask each for a list of parts / tasks to be completed. Average out your findings and then start from there. Some create a custom adapter plate on the stock manifold for the turbo. Some rage about 86-91 Escort GT headers. Your mileage may vary. The rest of the above applies to turbos, except you'll need the extras like oil lines, BOV, etc etc. I've read up on turbo'ing the SPI many times, and have come away confused each time.
S/C - yes, any kit that bolts to the factory Zetec (or in our case, 60mm BDR TB) TB will work. Any kit that replaces the factory Zetec intake manifold (IE Powerworks) will not. As far as I know, the injectors for the SPI and Zetec are the same. Any replacement MAF for the Zetec will work with the SPI. Same for larger injectors. The only hiccup will be belt routing and actual pulley placement relative to the existing accessory belt path. One or two guys on the Jet have done this, but not without their fair share of aggravation. This idea is the "quicker" of the two FI options, and might work better for you if you need to get the car back on the road in a relative hurry. You'll need to spend more than a few days tuning it, at least, unless you plan on sinking silly amounts of cash at a dyno down south.
Turbo - the road most often travelled. The problem here is that there are no "kits" for the SPI. You generally need to feel out who has done the most work, and then 3-4 more sources on top of that. Ask each for a list of parts / tasks to be completed. Average out your findings and then start from there. Some create a custom adapter plate on the stock manifold for the turbo. Some rage about 86-91 Escort GT headers. Your mileage may vary. The rest of the above applies to turbos, except you'll need the extras like oil lines, BOV, etc etc. I've read up on turbo'ing the SPI many times, and have come away confused each time.
Daily driver 1: 2007 Jeep Wrangler Unlimited Sport "S"
33" BFG Mud-Terrain KM2s, lots of Rough Country gear - bumper, 2.5" lift, swaybar disconnects, Superwinch 10,000lb winch, Detroit Locker in rear D44 axle, custom exhaust, K+N filtercharger, Superchips-tuned.
Daily driver 2: 2006 Subaru Legacy GT
COBB Stage 1+ package - AccessPort tuner, COBB intake and airbox. Stage 2 coming shortly - COBB 3" AT stainless DP and race cat, custom 3" Magnaflow-based exhaust and Stage 2 COBB tune.
33" BFG Mud-Terrain KM2s, lots of Rough Country gear - bumper, 2.5" lift, swaybar disconnects, Superwinch 10,000lb winch, Detroit Locker in rear D44 axle, custom exhaust, K+N filtercharger, Superchips-tuned.
Daily driver 2: 2006 Subaru Legacy GT
COBB Stage 1+ package - AccessPort tuner, COBB intake and airbox. Stage 2 coming shortly - COBB 3" AT stainless DP and race cat, custom 3" Magnaflow-based exhaust and Stage 2 COBB tune.