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Discussion Starter #1
There are at least a couple big turbo options that will work on the 124. I have been getting some questions about this, so I thought I would write a quick explanation here.

I want to start off by saying that in order to really take advantage of an upgraded turbo you will need quite a few supporting modifications, some of which don't yet exist for this car. Additionally, upgraded turbos are probably the single mod that's most likely to create a warranty issue. This is a mod typically done after the owner has upgraded other things and the car is nearing the end of its warranty period. So in my view talking about upgraded turbos at this time is getting the cart before the horse, but the information may still be helpful.

There are currently two proven bolt in turbo upgrades for these engine. They are the Garrett 1752 and the Gpop upgrade to the factory's GT1446 turbo.

The stock turbo starts to run out of breath around 220whp and it becomes inefficient. You may get a little more out of it, but probably not too much more. The 1752 on the other hand can generate quite a bit more with 270whp+ attainable with off the shelf supporting mods. (again, not all of which are currently available for the 124)

Let's look at the Gpop upgrade. It's available from NGEN Customs and Performance. It's a reworked stock turbo and appears stock externally. Internally it's seriously reworked.

Here is the GPOP turbo from NGEN:



You can buy it or find more information here: http://shop.ngencustomsandperformance.com/NGEN-Performance-Turbo-Upgrade-by-G-Pop-Shop-Turbo-Specialists-NGENTURBO.htm

The Gpop upgrade has some advantages over the 1752. It's a true bolt on, since it is the stock turbo externally it won't normally raise any eyebrows at the dealer or in typical inspections. It can make use of the common 1446 wastegate and diverter valve upgrades and connects to available intakes. It will connect to the stock downpipe, although I would strongly suggest a higher flowing downpipe, which doesn't yet exist for the 124.

I haven't used this upgrade myself, but I have several customers who have and by all reports it performs as advertised. Bryan at NGen is a top notch guy. He also works on Fiats so he can install this, or about any other mod for you if you live in the Houston area.

At Eurocompulsion we sell and use ATP's Garrett GT1752. This is the bigger of the two turbos and it's capable of efficiently providing the 124 engine with over 30 pounds of boost. Our off the shelf tune for this turbo runs 29psi and with supporting mods puts out just over 270whp. However there are some downsides vs the Gpop unit.

Here is the ATP GT1752



The 1752 requires a V5 intake, which is basically a V4 with a larger outlet where it connects to the turbo. It will also require different oil and coolant lines. For the 500 Abarth we have a kit that includes those lines, but since I haven't put it on a 124 yet, I don't know if they would fit. So expect to need 2 coolant and 2 oil lines to install this on a 124. The standard diverter valve will not fit, nor will it work at the boost levels needed to take advantage of this turbo. You will need the Forge diverter valve, no ifs ands or buts.

The 1752 is larger so that means it has a slightly higher boost threshold, about 150rpm higher than stock. That's not much, most won't even notice it and to a good driver it won't matter for performance, but for some it's a drawback. Of course once the boost is up, it gives more power per pound of boost and has higher limitations.

You can buy it here: https://shopeurocompulsion.net/collections/abarth-engine/products/atp-turbo-garret-1752-upgrade

Now, there is also a Gpop upgrade available for the 1752 but I haven't explored that at all. Clearly it would outperform the standard 1752.

It's possible to go with an even larger turbo, but in my view the downsides start to heavily outweigh the pluses. The 1752 and especially the GPop 1752 can put out so much power you will already be in danger of breaking things (at least in the 500 and probably in the 124) so why take the sacrifice in low end power and response if you can't fully exploit the potential at the high end? That's the reason we use the 1752 and not something even larger.

I hope all this helps.

Greg
 

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I wasn't aware of the Gpop upgrade, that's something I will be looking at in the future. Thanks for the info Greg.
 
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This Gpop is very new to me, have never heard of it. But this is some valuable information for those that are looking to go this direction. Also was great that you've pointed out multiple times that the supporting mods needed for this are not yet available.

There are some guys that'll jump the gun and pulled the trigger only to realize they won't be able to utilize it properly and have to wait.

Wonder what this thing would feel like when it spools to peak boost, should we add radials to the list of supporting mods ;)
 

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Discussion Starter #5
Good stuff.

Are you able to post compressor maps for these two options?
Nope, in fact I can't even post a compressor map for the stock 1446 turbo. Unfortunately Garrett seems to be very hesitant to post maps for certain turbos they use in OEM applications. The maps I have seen for the 1446 and 1752 are simply estimates that individuals have made up. Since those individuals don't have a way to measure shaft speed those estimated maps are rough guesses at best.

In our case at Eurocompulsion, we had to gather the data the old fashioned way. We run the turbo on the car at a specific level of boost and monitor the temperatures with a Nordskog gauge before the intercooler and log air mass through the ECU. Then we raise the boost and repeat. Although that works really well for our purposes, it doesn't allow us to make a compressor map because we can't measure the shaft speed.

Greg
 

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Discussion Starter #6
There are some guys that'll jump the gun and pulled the trigger only to realize they won't be able to utilize it properly and have to wait.
Thanks Stewie, that's exactly right. I worry that someone will buy a 1752 only to discover that they will have to source their own coolant and oil lines and make their own air intake, or modify another one. Then they will find out that they have an increased boost threshold but can't make up for it at the top end because there is no intercooler, intercooler piping, or hi-flow downpipe to support the increased flow up at the top. In short it would be a ton of work and expense for fairly small gains.

Now, once those supporting upgrades are ready, they it's another story, and the 1752 makes a lot of sense as it can support 300 flywheel horsepower.

The Gpop turbo is a lot easier because all the stock parts connect to it. It's a true plug and play unit. It still needs those other upgrades to fully take advantage of it, and it doesn't have quite the high end horspower potential of the 1752.

I am not saying one is better than the other, it's another case that just depends on the needs of the end user. In either case, I think people wanting turbo upgrades for these cars should wait a little while. Those supporting mods are coming.

Greg
 

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This Gpop is very new to me, have never heard of it. But this is some valuable information for those that are looking to go this direction. Also was great that you've pointed out multiple times that the supporting mods needed for this are not yet available. ;)
And you will definitely need that turbo encabulator that Greg has installed on his car.
>:)
 

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I'd really like to see a ballbearing turbo upgrade. Wonder if anyone has done it with the 1.4 motor
 
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Discussion Starter #10 (Edited)
I'd really like to see a ballbearing turbo upgrade. Wonder if anyone has done it with the 1.4 motor
It has certainly been done. However the few that are out there that I know of are not on the stock exhaust manifold, so it's a much bigger job that using either the GPop or 1752.

I really think the GPop and 1752 are really good choices. I had a 1752 on one of my 500 Abarths (I just sold the car) and I really like it. It's spools up only a little later than the stock 1446, perhaps a couple hundred RPM later, but it can give 30 pounds of boost on this engine even at higher rpm with reasonable efficiency.

Both of these upgrades are well proven on these engines. I haven't used the GPop myself, but I keep hearing good things about them from reputable people.

Greg
 

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So, at what point does this little engine say 'time out' and decide it can't take any more?
 
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The engine is actually relatively stout for it's size. The two biggest factors for limitation we found thus far on the 1.4L Multiair are adequate air flow, and cooling.

More power warrants more airflow, pretty much everywhere. You also need cooler temps everywhere from air temps to cylinder temps. The powerband is very versatile, meaning you can adjust where you want your power in many different places to achieve many different results, it just depends on the application and goals.

This engine platform is very expandable. It just comes down to doing it right and methodically.
 

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Discussion Starter #13
So, at what point does this little engine say 'time out' and decide it can't take any more?
It really depends on just how you do it. It's possible to get one up to about 300 horsepower on stock internals, and I have actually done that on my own 500 Abarth. It's held together for over a year and it's relatively bulletproof IF set up properly.

Greg
 

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so a turbo upgrade is like 5k OTD if I'm starting from stock?
 

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Guess it depends on which parts you source out for it and if you'll be doing the labor, etc. Some people like to go for the eBay upgrades and I mean... Youtube gives you evidence on how it works out lol.
 

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Looks like this guy managed to stuff a 1752 in there. Video doesn't have a whole lot of tech info but I guess it's pretty much doable by now? At least for the experts?

 

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what turbos are plug and play then
 
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