Does somebody knows if the turbo from a 1995 chevy 6.5 turbo diesel truck wolud work for a 305 or 350 carburated engine?.

 

https://www.thirdgen.org/techbb2/sho...hreadid=193189

and

https://www.thirdgen.org/techbb2/sho...hreadid=211174

and

https://www.thirdgen.org/techbb2/sho...hreadid=148148

 

I didn't really got the answer from those posts.


Did u put the GM turbo on your car?

 

nope its too small, two GM-3 turbos might be ok for a 305-350 if the exhaust A/R's werent so large. but the GM-5 I have might be good for two on a 454 though just barely. The main problem is they are big on the exhaust side and "normal" sized on the intake side for a twin setup.

Exhaust A/R .8 to 1.0 is better sized to a single

Intake A/R and trim would be better if used as one of two in a twin setup.

the solution is either find a bigger engine (454-502?) and use two of them or a different turbo.

The garrett used on a power stroke is a bit better but the mack daddy would be the holset from the dodges as far as I understand how it goes for single JY turbo's for consideration.

 

I'm about to pay 160 dollars for one of those turbos, I'm wining on the ebay.


I guess I won't buy it

thanks for the info.

 

B4Ctom1, unless you've got more info on those things then the rest of us, I'm not sure that there is any evidence that the different IHI GMx turbos are actually different sizes. As far as I know they are mostly just different configurations to work with different engine packaging. For example, the GM8 is designed to fit in the valley of the duramax (though I would suspect that this one is a little bigger then the rest).

As far as sizes go, from smallest to biggest (a selected few out of the middle of the range)…
60 trim T3
GN T3
GMx IHI's
Holset H1C (dodge/Cummins)
Holset Hx35 (dodge/cummins)
All 3 powerstroke/Navistar tp38/gtp38's
Holset H1E/Hx40 (freightliner/Cummins… I've got one off a freightliner wrecker )

 

all I knew about it was based off of stuff I have seen on diesel turbos in general. the A/R on the exhaust side seems to be on the big side.

I do know I have run over instances of people switching from the GM3 to the GM5 (thats how I got mine from this guy) to make more power. He said people go to GM8's to make even more power. If its just for packaging then what do you think he meant?

I do remember seeing a pic of the GM3 next to a GM5 I thought it was a bunch smaller. the external packaging on these turbos seems misleading.

I would sure love to try to get more definitative info on them to clear this all up.

 

I lost anyway, some body paid 300 $ for that turbo.

I'll have to find another turbo , but here is hard to find good turbos.

thanks for the help.

 

what about GM8 , are those big?

 

I always wondered why diesel turbos seem to have a larger turbine section. I observed several turbos from small 3.9l Isuzu NPRs to over the road semis, and it seems they all have a larger turbine section compared to the compressor. Its interesting to see that others noticed this as well.

I hear a lot of truck drivers (my dad is one) talk bout going "under the turbo"- in other words loosing boost (they call it 'manifold pressure') on a hill due to pulling the R's down too low. Wouldn't a smaller turbine housing prevent this?

Because of this large turbine section, I assumed a lot of diesel turbos would not be suited to gas engines.

 

wow, I just got 5 diesel turbos and one gas turbo for 20 dollars

3 of them looks in good shape the other 3 the wheels are stuck, is there anyway to unstuck the wheels?

 

The reason is that traditional diesel rigs and equipment are designed to work at a specific rpm, all day and they size the turbo accordingly, so it sees all the boost that it needs at it's operating RPM without a wastegate. If you sized the turbine smaller and installed a wastegate it would prevent going "under the turbo" as easily but it would also lead to a less efficient engine the 99% of the time it is operating at it's designed load (wastegates literally dump the excess energy).

As diesels get hit with emissions regs you'll see the turbine sizes getting tighter, properly tuned, boost will actually lower emissions and in the case of the diesel, allows for significantly lower particulate and other emissions under part load/transient conditions.

 

so diesel turbos don't have waste gates?

 

some do, but mostly newer ones

 

mmmmmm , all of the 6 turbos that i got yesturday have waste gates. How can I tell if the turbos are diesel or gasoline?

 

The only way for sure is by knowing the model and application.

Just looking at something, just pulled, not knowing what it came out of and if I had to guess, 2 things that I would base my guess on was turbine size and how wet/oily they are (especially compressor side). I've never gotten a diesel turbo that had an oily wet compressor wheel where ever gas turbo that I've ever seen was. Generally diesel stuff is much cleaner and dryer overall then gas stuff.

 

this turbos are dirty as hell, and are small, all of them say A/R .42.

 

do you know if a Td05h turbo is strong for a 350.

 

I don't really know... I don't have any real experience with the mitsu turbos outside of brief and assorted fondlings on my friend's cars (Mitsu Gallant, Mirage and a Typhoon, non of which use a TD05)

 

I was doing research on the TD line of mitsu turbos. was looking at a TD08 which is btw, a POS.

I believe that twin TD05s will work but that deffinately needs a bit more research.