I checked out the Boost Engineering site to see if they offered a pulley with the ring attached. I didn't see one. I too am curious how the ring was installed on a ?GM? pulley. Or did you use a Ford pulley or somthing?

We made that crank pulley in a lathe, all custom. The trigger wheel is exactly as we got it. The pulley has a step that the trigger wheel centers on. Then it is locked in place by the 4 Allen bolts.

Joby if I ever make it over there (as I have a friend in Norway) could I stop by?

Great job. Any new up dates? I know it must be gettibg pretty cold now.

Sure, you could do that. Yes, it is getting colder now. No snow here yet but it could be any day now.

It is not that much news. We had some problems with the holley fuel pressure regulator. It started leaking fuel into the vacuum hose. The rear axle is not in very good shape, but it is still working.

The wastegate is set at 17 psi now. We still have not pushed the engine much, but it has plenty of power at 4500 RPM. It is difficult to tune because it wants to go sideways when you get some boost. We problaby has to go to a dyno to get it tuned at higher RPM.

This is great. I love all the custom work.
Subscribing
Kory

We just found out something about the old stock TPI engine.

It is not a 350 ... it is only a 305. A friend read somewhere that the 1987 IROC 350 was only available with rear disc brakes. Fredrik har drum brakes. He lifted one of the valve covers for the first time today to read the casting number. 14101081 ... 87-91 305

Well 105 mph trap speed is not bad for a stock 18 year old 305 TPI with a th400 and a 2.73 rear.

Even more impressive!

I agree

Do you or him still have the block? It should be marked 5.0 on the rear deck.

I read through this thread completely today. You guys do nice work. What was the gas octane (before E85 switch) that was run with the 10PSI of boost? Did you get 10PSI with 92 octane gas or less without detonation?

What was the cm reading on the turbine of the HX50? What rpm did it start to boost at? What was the rpm of full boost? Sorry for so many questions. There is a little info on the Holsets at Turbomustangs.com but I couldn't find any stuff on a 305ci and Holsets using the HX40 and bigger units. I am curious because I plan on trying a Holset H2D (approx. T-64) on a 305ci or 350ci.

Yes, he still has the engine and it has not taken apart. The block has a 5.0 marking.

We have 95 and 98 octane here, but the rating is different than US octane.

It statrted making boost at about 2500 rpm and had full boost at about 3000 rpm.

On gas we started having problems at about 5-6 psi.

On E85 it ran great at 10 psi. With a more powerful ignition 15 psi would not have been a problem. We ran that for a while but it would start missing.

hey i was just looking at your pics and i see you put your egt or pyrometer after the turbo.....not to flame but it shouldn't be there. it needs to be in the header right after the hottest running cylinder, mostlikely the one closest to the hot side of the turbo. thats because that cylinder will run the hottest causing lean conditions.

WBO, it should be after the turbo:



And here you see the EGT near the turbo on the passenger side header.



( Click to enlarge pictures )

well that works just looked at it on my desktop where i can see everthing, my bad lol. well anyway nice job on the whole system

i can't read anything in this thread? what the heck.. i was interested in seeing alot of the stuff earlier too

What is the problem? It works for me.

Ok that was very weird... for about an hour before I posted, nothing showed up in this thread. All responses were blank, I believe only 1 picture was posted. I posted that just to see if I could see my own post (and I couldn't). All other threads in forum worked.


But now its working obviously, so woot . Good job on the turbo project so far!!

Time for an update again.

This winter Fredrik has rebuilt the front suspension. He installed red KONI and much harder springs.

He also installed BMW rotors and Wilwood calipers.

A new aluminum radiator.

wow you are building a regular european supercar.

It looks like he is trying to blow through the IC to cool the radiator. Pusher fan setups are usually marginal w/o an IC. Really bad with an IC.

Is he really going to run the fans that way or are they "just set on there" for now?

He is going to run them like that. There used to be no space for the fans behind the radiator. They could me mounted behind now that he moved the radiator a bit forward. If it becomes a problem then we can solve it. It feels like they are pushing a lot of air thru both the IC and radiator.

How is the car running? I went through this thread again searching for some HX50 info. This is a great thread chuck full of good stuff.

I found a HX55 and have some questions though.

1) What is the adapter fittings size/threads for the oil inlet on the HX50?
2) Where did you get the exhaust outlet flange & v-band clamp? I think I have the right clamp and outlet pipe figured out for the HX55 I have, but I am wondering if there is another web source for it.
3) Is the turbine outlet the 4" one or the 5" one?
4) I noticed you didn't use a v-band and adapter for the comprssor outlet. Have you converted it over to the normal Holset comp. outlet v-band? If so, where did you get the v-band and alum. adapter?
5) What was the A/R turbine descriptor on that unit (19, 22, 25, 26)?

Yeah, a lot of questions. Sorry, but I had to ask.

Thanks

I found the parts. All of the basic Cummins M11 stuff fits it.

ok

The HX50 and 55’s you find around here are mostly M11 turbos, so most of the hardware should fit. Holset exhaust flanges can be tricky, sometimes you can find something off the shelf that looks like it works but IRL it doesn’t because the exhaust v-band flanges have a different flange angle, flange height and thickness and either the standard v-band hardware doesn’t clamp down tight, or the clamp hits the housing before clamping down on the flange because the flange height is smaller.

All the 50’s and 55’s that I’ve seen have had 22cm^2 turbines, though I know that there were housings as small as 18cm^2 used in other parts of the world (Australia and the middle east).

FWIW, I just found a really weird one, an HX52 off of a volvo semi (I think it was an ’05). The turbine side looks just like the turbine on an HX55 (big), but the exhaust side is tiny, it has a flange smaller then the HX40 that I have in the garage and has a 16cm^2 turbine side. I’m guessing that the turbine side is intended to be run with a wastegate and to spool very quickly to meet newer emissions and soot requirements, but 16cm^2 nozzle… and at the same time it has a 4.75” turbine outlet, back to being big.

Jnkcltr, did you find the compressor outlet clamp/flange anywhere? That’s the one thing I cant seem to find a source for for this one…

The compressor is dated October 2005. Using the Holset part number on the compressor it comes up as "L10" on the local diesel shop computer. Doing my own research shows it to be off an M11. I have the compressor outlet V-band clamp and seal on order. It should be in this week. If it fits properly then I will order the compressor out pipe if it isn't too much money. If it is then I will make the flange out of some thick wall 3" 6061 I used for the intercooler.

The compressor minor wheel measures about 70mm to 72mm depending on where it is measured. The blades haves a "S-shape" to them. The compressor A/R is about the same size as a Garrett TV8101. That is, a big housing with a smaller wheel. I measured the exhaust outlet and matched up the size with the Walker Heavy Duty exhaust flanges & clamps. This turbine took a 5" pipe and 5.88" V-band. The angle is about 20*. The Walker HD catalog has a good selection to choose from. I ordered the parts at a local Walker distributor and the clamp was perfect. The flange ID was too tight and I removed .010" with a cut-off wheel and a 80 Grit roll on the die grinder. The flange was .085" thick and is now .075" thick for about 1/2" right at the turbine outlet. The flange & clamp was $38. RockAuto.com has the parts cheaper, but I wanted them sooner.

The turbine is marked "25". Measurements show that it is about .95 to 1.0 A/R and has an internal wastegate. Some say that the marking is in metric units.....so 25/25.4 = .98 A/R. I am still trying to find the proper exhaust inlet S/S gasket. I am bringing in the turbine to run the numbers when I pick up the compressor parts this week. The compressor is huge compared to the turbine.

Overall, a good research project so far. The Mcmaster 1 1/2" (1.66" ID) weld-els came in so the fab might start pretty soon.

what kinda horsepower are you making with a turbo on that BB?

We don't have any measurements.
It is strong but it is not easy to do the engine tuning at higher RPM because it is a bit scarey to sit in the passenger seat with a laptop.

The limiting factors should be the cam that is quite mild and the Turbo.
CompCams 11-400-4, 276/268 - 226/218 - .525/.524 - 115
The HX50 max out at about 800 hp.

My guess is 500+ on the crank right now.

Wow you guys do awesome work keep us tuned..

It turns out that neither the compressor or the turbine off of this unit is from an M11. I guess Cummins put the HX55 unit on smaller engines too. Finding parts for it has been a pain in the butt.