Acceld Z

I know this has been beaten to death, but..........

My search didn't return any useful results. Are there any OE turbos big enough to support 350ci? If not, what's the best method to go about finding the proper sized turbo? What should I expect to pay for an appropriate new or used turbo? From what I understand, diesel turbos will support the ci but at the cost of long spooling times due to the large exhaust side. Thanks.

Cronic3rd

Rip one off a diesel truck. What to look for aside from that I couldn't help.

dans82bird

you could probably get away with a T04

Acceld Z

So, something in the T-62 family would be decent? So far i've found that something in the T62 to T66 range would be optimal. Sound right?

johnsjj2

From what I've learned from a F*#& Turbo site, the Holsets on Dodge diesel trucks are good. Here is a list from biggest to smallest: HX40, HX35, HY35, TP38, GTP38, 6.5L GM Diesel turbo. eBay has a few HX35's going for less that $200 right now. They even have an internal wastegate. I've got one off a marine diesel engine.Its a Garrett, but I have no idea what the actual model number it is, but it sizes up to a T64 almost spot on.

Acceld Z

Cool, thanks for the info. Have you got the url for that website?

johnsjj2

Here you go. Its pretty much set up like our boards are. They get away without using the search button though, so expect a lot of the "What single turbo do I use" question. I found it very helpful in my search.
http://www.turbomustangs.com/forums/index.php?s=

Acceld Z

Thanks for the help

83 Crossfire TA

iTrader: (2)

Um, you won’t find an HX40 on a normal passenger vehicle diesel.

As far as the rest of them go, in order of size they’d go GTP38, TP38 (both of these are about the size or slightly smaller then the HX40), hx35, hy35 (the hx and the hy are the same size compressor but different turbine), and then the IHI’s of of the 6.5 diesels.

FWIW, you’ve managed to list turbos that depending on the boost pressure (they all have dramatically differently shaped curves) will support a maximum of someplace between 750 and 350hp…

johnsjj2

Well, thats what you get for trying to get info by crossing the great divide into Ford land. Sorry for the mis-info.

83 Crossfire TA

iTrader: (2)

The turbomustangs board is good wrt what they're doing, but not so good at technical facts... The numbers (and rankings) that I gave you are right off the published compressor maps for those turbos

Acceld Z

Which one of these would be best for street use? My current engine makes around 310whp and i'd like to bring it up to around 400-450whp. Is this possible with any of the turbos listed?

Acceld Z

Actually, what aftermarket turbo would probably be best suited for my application?

83 Crossfire TA

iTrader: (2)

Something like a V1 or H-3 T04b (available aftermarket or on some farm equipment) would work fine for that. Or somethign between a T60 and T66 would be fine also.

Why don't you learn to read a compressor map so you can answer your own questions...

Acceld Z

Why don't you take your condescending attitude and go **** yourself

If you don't want to offer help or suggestions, don't. I thank you for the valuable info you've given me thus far. I ordered Corky Bell's book yesterday so hopefully I won't waste any more of your time.

83 Crossfire TA

iTrader: (2)

huh... funny I answered your questions exactly, with correct information and possibly stopped you from making a mistake and you're going to give me crap about it?

FWIW, McInnes(sp?) Turbochargers has real tech info, Corky Bell wrote a nice but worthless picture book on the subject... but of course you don't want any actual help, now do you.

Acceld Z

You're right, I apologise. I really do appreciate your help. Every damn site i've been on has said nothing but good things about the Corky Bell book. If it's a turbo-charging for dummies type thing it should be right up my alley.

83 Crossfire TA

iTrader: (2)

The problem with corky is that little of it is written from actual fact, and much of it is nothing more then his opinion. The thing I like about McInnes is that he actually explains how all this works in a fairly succinct and understandable way (not always something that you expect from an engineer that has holds multiple patents in the field), he also gives you all the equations if you want them, but right next to them a simple chart that you can look stuff up on based on the equation, so you can choose your level of understanding.

OMINOUS_87

Well now, there is typically alot of additional heat when turbos are inlvolved. I hope this thread cools a bit.

Anyway about that comment, I am interested in learning to read a compressor map. Would you be able to offer some tutelage to a noob on the subject, like where to start with credible sources, I know nothing about turbos.

Cronic3rd

he stated it pretty clearly in his last post - read huge Mcinnes book.

Tonysz

Use A pair of large T3s out of late 80's ford TBirds, they are cheap in Junkyards. You can get 550 to 600hp with a low compresion engine.

Tony O.

83 Crossfire TA

iTrader: (2)

you mean like these:


well, he asked for a single which is much harder to find...

ATOMonkey

Compressor maps are pretty easy to read when you can find them(proprietary information and all). The vert axis is pressure ratio, and the horiz axis is air flow. In the middle you have efficiency contours which translates into how much heat the compressor generates. Bad efficiency equals big heat. Then you have the surge line, which is basically a graphical representation of what happens when people bump up boost by messing with the waste gate. Lots of pressure/heat, and no flow. Hitting the surge line is a good way to break lots of stuff. That's the meat and potatoes of it. If you want to get really deep, check out the local library. I know that the internet is great, but smart people write books as well as websites.

83 Crossfire TA

iTrader: (2)

All the surge line is, is the point at a given pressure ratio/rpm that the compressor can’t pump any less air. In most cases you won’t do any real damage by crossing it, but things won’t be happy either. In extreme cases (if you hit it hard and suddenly) the shaft might rattle around in the bearings and you might bend the tips of the compressor wheel.

Tonysz

If you get a pair of Ford T3s with AR .63/ .60 They will work good on a 350CI. I had a pair of 1986 Nissan 300ZX Turbos on my 88 IROC with 50lbs injectors and it was fast. I got full boost at 2500 RPM.

stevedave454

let me start by saying im new to the turbo thing, so forgive me if im wrong, but on LS1motorsports.com they have a link for turbo buick parts where they sell PTE turbos, and a t-63 will support 690 HP on a 3.8 V6... wont a v8 with that same turbo be able to make at least a little more power? also they're project turbo ls1 Z28 has a T-76 on a built engine (most important specs are 375ci 8.5 compression and fully ported heads and cam, with many bolt ons) they are making 707 HP running high 9's... my point is that under the assumption this guy wants a street car wont a t-66 be a bit big? maybe a T-50 to T-60

83 Crossfire TA

iTrader: (2)

Yea, those are ford 60/63’s in the picture… I’ll probably be putting them up on ebay soon

Tonysz, what were you using for your engine management? What about the rest of the engine combination?

83 Crossfire TA

iTrader: (2)

I've said it before airflow=horsepower... displacement has nothing to do with it.

stevedave454

i also wanted to say that i have a 91 S10 project with a 350 TPI, and i recently purchased a used T-78 off ebay for $700, and long story short i need lot of help! i will be posting a topic shortly, and would appreciat any help

stevedave454

but the bigger the displacement the more exhaust gases, and since exhaust gases power the turbo... anyone wanna make my point for me cause i forgot where i was going with this...

83 Crossfire TA

iTrader: (2)

the bigger the displacement, the faster the turbo spools the more low end you make. Also the more backpressure the engine will see so the more top end power you’ll loose to breathing inefficiencies.

Tonysz

I'm using an old Accel piggyback DFI with 50lbs injectors. The Accel piggyback runs with the factory computer. It will convert the Mass Air Flow computer in to a Manofold Absolute Pressure computer. With it you can change timing advance and fuel map so you can run larger injectors. It also has nitros retard for NOS use. I,ll apgrade next year because I want to get a new one that has a Wide Band O2 sensor. If you get a pair of T3s they will work good with a 355 or even a 383 and you will not get any turbo lag. The T3s will restrict the amount of exhaust going out but I you use a pair of external 40mm HKS waste gates it will take car of that problem. You can make up to 600hp and 650 to 700 foot pounds of torque and have no turbo lag. Because the turbos are not that big, they will spin up very fast giving you full boost at low RPM and that's what you want on the street.

Tony O

johnsjj2

Here is a website full of info on how to read compressor maps, and use them to choose an appropriate turbo. There is a lot of math involved if you really want to get technical. Hope this helps.

http://www.turbomustangs.com/turbote...ecommendations

GTABurnout

Diseal Turbos are not the same them may work but efficency takes a huge hit. Just do it right...

83 Crossfire TA

iTrader: (2)

In what way are diesel turbos different? Even better, name a turbo that was not originally designed for a diesel (off the top of my head, the only possibilities are a few of the KKK’s used on porsches, even the IHI’s used on a bunch of race cars started as a diesel design)?

Tonysz

Diesel turbos are basic the same as gas ones, but the ratio between the compressor size and turbine size is bigger. Diesel engines generate a lot of exhaust volumen so the the turbine is realy big. The compressor side is not that big in comparison with the turbine. Diesel engines run with very high compression ratios, anyway from 17 to 1, up to 25 to 1. With this compression ratios the cylinder temperatures are very high and thats why the exhaust volumen is so big, the hotter the air the more it will expand. If you get one of those you'll have to get the compressor side modify, make it bigger so it can move more air.

Tony O.

83 Crossfire TA

iTrader: (2)

Diesel exhaust temps are typically lower then a gas engine, and the volume is proportionately lower. The only reason that they appear to have larger turbines (till recently) then similar gas engines is that they usually have better designed exhausts and don’t change speed as much. Recently they’ve gotten tiny turbines in an effort to make them spool MUCH faster because suddenly they have to meet emissions requirements, so now there are diesel turbos that have turbines ranging from much smaller to somewhat larger then what you would normally use on a gas engine.

In a nutshell, you just have to match it properly to the application.