turbo question
Senior User
Joined: Nov 2000
Posts: 178
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From: Denver
there are a lot of posts on this subject going back about four years; there were a number of them when I first started nosing around about it. How about some sort of tech bulletin of all the useful information that's been presented?
and E350turbo, does it matter where on the intake manifold you plumb in the line from the turbo? what's the comparison between turbo'ing a carbed 6 and an injected one? Whats the price difference, difficulty, etc? And does anyone know anything more about supercharging a six? What 'charger to use, how to hook it up?? Sounds exciting. How about a barn with a turbo'd six, a supercharged one, and one n/a built out of Cliffords...now that would be the Hot Ticket! Thanks for all the great info.
and E350turbo, does it matter where on the intake manifold you plumb in the line from the turbo? what's the comparison between turbo'ing a carbed 6 and an injected one? Whats the price difference, difficulty, etc? And does anyone know anything more about supercharging a six? What 'charger to use, how to hook it up?? Sounds exciting. How about a barn with a turbo'd six, a supercharged one, and one n/a built out of Cliffords...now that would be the Hot Ticket! Thanks for all the great info.
Junior User
Joined: Sep 2003
Posts: 54
Likes: 0
All I can tell you is how I did mine, i'm no expert in the turbocharging area. I did alot of research, and learned alot, but if I didn't actually do it, I wouldn't feel confident with the info I'm giving you. So I really can't answer all your questions.
I did a draw thru setup, with a Quadrajet carb, on a homemade intake. The carb intake went into the turbo, and then exited to the stock 1 bbl engine intake, which I opened up as much as I could, and port matched everything.
I did a draw thru setup, with a Quadrajet carb, on a homemade intake. The carb intake went into the turbo, and then exited to the stock 1 bbl engine intake, which I opened up as much as I could, and port matched everything.
Posting Guru
Joined: Jun 2002
Posts: 1,288
Likes: 1
From: redding U.S.A.
The centrifugal blowers are know to have much less lower rpm boost than screw/roots blowers, or even turbochargers.
I believe though that by keeping the engine in the proper rev range, a centrifugal could be made to make satisfactory boost.
If only 5psi is desired, i think that with the proper pully size, and the 4:1 step up rate of these blowers, you could probably get that 5psi at 1500-4000rpm without burning the blower out.
I don't have any figures to back that up. I'm gunna look for flow charts and max rpms that thing can take right now... hmmm
I believe though that by keeping the engine in the proper rev range, a centrifugal could be made to make satisfactory boost.
If only 5psi is desired, i think that with the proper pully size, and the 4:1 step up rate of these blowers, you could probably get that 5psi at 1500-4000rpm without burning the blower out.
I don't have any figures to back that up. I'm gunna look for flow charts and max rpms that thing can take right now... hmmm
Junior User
Joined: Sep 2003
Posts: 54
Likes: 0
I'm not sure, my exhaust measurements would help you out any. I put this setup in a 1 ton van, so I had to rought my exhaust very close to the engine, and up above the intake manifold. Not the best way to do it, if you don't have too. You need to really determine your best routing method, for the amount of room you have.
I made my own adapter(1/4" steel), for the exhaust manifold, used 3" ID weld-el fittings up to the turbo, and just made a T4(I think that's what they call it) adapter(1/4" steel) to bolt to the turbo. All pretty easy to make, if you take your time. I've seen the T4 adapters for sale on e-bay.
If you would like, I have my van tore down right now, and am in the process of putting a 1954 pickup body on the frame(long story). But the engine setup is much more visible, and I could maybe take some more defined pics for ya. Let me know.
I made my own adapter(1/4" steel), for the exhaust manifold, used 3" ID weld-el fittings up to the turbo, and just made a T4(I think that's what they call it) adapter(1/4" steel) to bolt to the turbo. All pretty easy to make, if you take your time. I've seen the T4 adapters for sale on e-bay.
If you would like, I have my van tore down right now, and am in the process of putting a 1954 pickup body on the frame(long story). But the engine setup is much more visible, and I could maybe take some more defined pics for ya. Let me know.
Junior User
Joined: Sep 2003
Posts: 54
Likes: 0
Originally Posted by faroffthetrack
Take pics! Take pics! Lots of em.
You may have said this earlier but I don’t remember, Is it Carb or Fuel Injected? If injected what did you do to deal with fuel and spark, if carb answer anyway please.
You may have said this earlier but I don’t remember, Is it Carb or Fuel Injected? If injected what did you do to deal with fuel and spark, if carb answer anyway please.
I used a Quadrajet carb, which I had to modify the Vacuum port to the primary jets, because I did a drawthru setup, the vacuum port hookup, needed to sense vacuum between the turbo and engine. The reason I chose a Quadrajet, is because the secondarys are "on demand" with airflow, not mechanical or vacuum. I later found, the secondarys are completely useless, I don't get enough airflow thru my setup, to make then effective, so I am going to a 2 bbl Holley in the future.
Fuel, I initially attempted to modify a cheap Holley fuel regulator, by drilling and tapping a vacuum hookup, above the diaphram, to regulate fuel pressure. I was never able to get this cheap setup to work. So I bought a Aeromotive vacuum fuel pressure regulator, it was expensive, but worth every penney. IMO don't waste your time with the cheap mans method, it don't work.
Spark, I didn't need to do much, but play with the spring pressures, and get the timing set at a usaeble position. I believe I am around 5 degrees BTDC.
Senior User
Joined: Oct 2004
Posts: 162
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plz post, how did you get around the computer?!!? I am planning something along what youve got going, but am very curious, i thought the computer would restrict all the boost somehow. Why do you think you have such a lopsided torque curve?
Postmaster
Joined: Jun 2001
Posts: 4,496
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Bigblockcapri460
I have a question for you. I think you estimated your engine made at one point in time 330 hp at the crank. If I understand the old posts you have mass air but no other components to boost the fuel delivery. This brings in my question, wouldn't it be fair to say your pushing the capabilities of the 24 lbs injectors? On paper with a 80% duty cycle and BSFC of .5 a 24lbs injectors should only be good for around 230hp. With a duty cycle of 95% which is high, it comes out to be 273hp. If I figured it correctly, a goal of 330 hp with 6 injectors 80% duty cycle, would need roughly 34 lb/hr injectors. Those numbers may or may not be correct, my brain rejects new information like you wouldn't imagine but I thought I would take a shot at it, guess my question is what does the air/ fuel look like when your under 11 psi of boost?
What did you pull that turbo off of? Whats the a/r?
thanks
I have a question for you. I think you estimated your engine made at one point in time 330 hp at the crank. If I understand the old posts you have mass air but no other components to boost the fuel delivery. This brings in my question, wouldn't it be fair to say your pushing the capabilities of the 24 lbs injectors? On paper with a 80% duty cycle and BSFC of .5 a 24lbs injectors should only be good for around 230hp. With a duty cycle of 95% which is high, it comes out to be 273hp. If I figured it correctly, a goal of 330 hp with 6 injectors 80% duty cycle, would need roughly 34 lb/hr injectors. Those numbers may or may not be correct, my brain rejects new information like you wouldn't imagine but I thought I would take a shot at it, guess my question is what does the air/ fuel look like when your under 11 psi of boost?
What did you pull that turbo off of? Whats the a/r?
thanks
Last edited by jwtaylor; Dec 16, 2004 at 07:24 AM.
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Junior User
Joined: Feb 2003
Posts: 78
Likes: 0
From: ohio
i added a bbk inline booster pump
the longblock 4.9 svo block, steel crank,
custom billet steel rods, forged custom wiseco pistons
head & main studs. still on hold on the custon headgasket.
I ordered the turbo for my app.
the longblock 4.9 svo block, steel crank,
custom billet steel rods, forged custom wiseco pistons
head & main studs. still on hold on the custon headgasket.
I ordered the turbo for my app.