I started putting together a turbo kit for my '06 V-10 a while back. I actually had hoped to have it in by now, but just haven't quite gotten to it yet. Too many other prijects on the go. I am installed a single 67mm turbo. Already have the turbo, bigger injectors, etc.... just got to going on it.

Install is just plumbing it's is not that difficult. A single being easier than twins. I have already installed the 6.0 PSD intercooler. It is a direct bolt in. The rad, and rad support are the same from V-10 to PSD.

 

yeah, I figured 7.3 or 6.0 intercooler. I thought about a single, but figured smaller twins would spool quicker while still delivering excellent power. I'm by no means a pro at this, but thats my theory and I'm sticking to it. I'm really not all that interested in higher rpm power, I want most of my grunt in the 2000-3500 rpm range. I had diesel before and the bigger you go the more the lag you had.

I figure I'll mount them remote right before the y pipe and then 3 inch exhast all the way to the back. More 3 inch to the intercooler and maybe a monster 4 to the engine. It just sounds like so much darn fun I want to go out the truck and start whacking away at the exhaust right now!

 

does anyone have a diagram of how a turbo works toward the engine?

 

whattya mean how it works toward the engine?

 

Chris, honestly i do not know what im talking about. i want to know mainly how a turbo works on a diesel engine and how you guys will put it on a v10. i'd like the low end torque to be up but i dont plan on fabbing or installing something i know nothing about. also i know there is no bolt on kit so im probally not in the market because i cant bend the steel.

or i think im asking how its routed on an engine.

 

Same as a diesel. The turbo has 2 sides to it, a "hot" side and a "cold" side. The hot side is connected to the exhaust. With a single turbo on an engine with more than 1 bank the exhaust is plumbed into a Y and then goes to the turbo. The exhaust gas spins the turbine and then exits through the downpipe. The cold side is where the air comes in and is compressed and then delivered to the engine usually through an intercooler.

The size of your turbos determines how much boost you are going to make. Smaller turbos will build boost faster but will not make as much power up top since it can't move that much air. A larger turbo will spool up slower although it will make more power up top.

Check out www.howstuffworks.com and look up turbos. They have some good information. Also check wikipedia.

 

Amount of boost (PSI) is controlled by the wastegate. Running smaller twins will spool faster, but you will never run them to their maximum output (PSI) in this application.

This motor has plenty Cu.In.'s to run a larger single. I know guys running as big as 76mm single on 4.6 Mustang, and turbo lag is not that bad.

 

There are people that have put turbos on the V10 already.

http://www.junkyardturbos.com/forum/...2c7972435ee0ad

I found a guy doing a twin turbo V10 also. Look around..they're out there.

 

Here's one of the best books on turbocharging principles and design you'll find.

http://www.amazon.com/Turbochargers-...369634-1683352

 

thanks for all the fast input, dang i love this site

 

I know of one Cobra in MN that has a single 88mm turbo

 

Biggziiff, that last post on junkyardturbo.com is mine. Thats what stoked my curiosity about a turbo on my EX. I tried posting but no luck on a response and the rest of the site seems to be ****.

I was thinking a turbo would be great but I would probably need to change to forged pistons and rods. And then I thought , gee, why not stoke that sucker while I'm at it. I would already be buying rods and pistons, whats another $1000 for a stoker v10 crank.

And on with the wishful thinking, any body know if the 3v v10 heads will work on the 2000-2005 Excursion 2v v10? What about the 3v intake manifold?

Shawn

 

A 1000 dollars for a stroker crank sounds like wishful thinking. Nobody makes one so it would have to a 1 off custom, from Scat possible or some other "big dollar" manufacturer.

If you go to 3V heads you will for sure have to use a 3V intake with them. But then there is the issue of the CMCV plates inside the 3V intake which are controlled by a small electric motor mounted on the outside of the intake. You'd then need a 3V PCM. Then there would other issues as well. A swap like this is not impossible, the physical obsticals would be easy, but the electrcal side of it would pose a serious chanllenge.

I can't say for sure if the heads will bolt directly on or not, but I do know the '05+ blocks are a different part number from the earlier blocks. I know guys that have built custom 4.6 motors using the earlier Teksid blocks, and there some modifications to the block that had to be done to use 3V heads on it. Nothing major, but there are differences in the water passages that requires machining to match up.

I've got a new 3V block, and heads here, and would be happy to compair it to a 2V block if someone can post photo's of the 2V block, and heads.

 

If you really want to make all that power and do that sort of custom fabbing for your Excursion, it sounds like you don't mind spending the big bucks. Given that is the case, why not go out and buy a 3V motor from a junkyard or something? Buy the engine complete. Tear it down, get your forged pistons and rods for it (you'll want those), and send the head out to someplace to get them ported. Put them back on with the eBay headers, and fabricate exhaust tubing as necessary to plumb your turbos.

Everything I've read here so far is accurate on how turbo operation works and basic principles. Bigger turbo = more lag. Smaller turbo = less max boost. It's all a tradeoff. Diesel turbos tend to have more lag simply because they tend to be on the large side. Yes, there are Mustangs with 4.6s out there running very large turbos, but those tend to be drag strip queens, not street cars. For the street, the absolute max I would want to run on this would be 15 psi (and I think you would still run into issues).

If all you want is 500 hp or so, though, why not just buy the Vortech centrifugal supercharger kit? It'll cost you about the same if not less money, it'll take you a whole lot less time, and it advertises 464 hp right off the bat, with no need to take your truck to the dyno tuners (good idea to put on headers and a big exhaust with this, of course). Sure, it'll reduce the life of your engine if you get on the go pedal all the time, but maybe in the mean time you could get another motor (probably a 2V, just for simplicity), get the heads ported, build it with forged pistons and rods, and when your stocker motor lets go, just throw it in. That gives you the results now rather than later, with a whole lot less effort and less downtime for your truck.

It's all in personal preference, though. If I was really one for doing things the easy way I would be driving a Mustang as my hot rod instead of my Jag.

 

a blower is the easy way to go i have one but only got 440 to the rear wheels with all the bolt ons and a custom tune. so not sure where vortech is getting the 460 maybe at the crank. but my motor has 100000 miles on it and is still running strong in this configuration at about 12-13 psi of boost