How do our stock mass airflow sensors respond to having boost piped through them? Will they even function with an uncooled charge? Would it be far easier to plumb it into the system prior to the turbine? Will it function in excess of 400 CFM?

Info on relocation of the alternator to the lower portion of the motor (would-be stock AIR pump location) would be greatly appreciated.. I need the existing alternator location for new "accessory" plumbing..

And, for anyone with real-world experience (All "My friend says" and "I think" responses will be ignored entirely), how much boost can these motors handle? I'm hunting for a turbo that's entirely too big (see stock GNX/TTA T3) pending finding a 3.4 I can beef up or destroke to a 3.1 (and still beef up anyway), so I'm going to be severely held back by turbo lag, but I've got no way of calculating what I'm going to be able to push at the top, so I'd love some idea of where to limit it.. I'm thinking 4 psi on this 160k mile 2.8... (got a K-26 I might use in the meantime out of a 911 that would be far better suited for the 2.8, too)

Advice, questions, comments, and freaky ideas welcome =)

 

1) No one's done it. Nobody knows.

2) How are you planning on destroking a 3.4 to a 3.1? Unless you mean an entirely custom crank job, with custom pistons, I think you'll find the 3.1 and 3.4 have the same stroke.

3) As far as how much boost these motors will handle? Call me back in about 3 weeks.

 

Actually I plan on using a large journal 2.8 crank in the 3.4.. If I can't find a suitable forged crank I'll just leave it as a 3.4... I'll need custom pistons, but I need custom pistons to bring down the CR anyway, so it's not a big deal.

At any rate, the motor isn't going to be built for QUITE some time... I'm just doing the turbo work now so I can start debugging the system. When the new motor goes in, I want to be able to bump it up to 20-25 psi as soon as she's decently broken in without a catastrophic failure within the plumbing.

 

It suddenly dawns on me that I'm going to be stuck with low boost until I have the facilities to chip this car out and reduce the injector BPW so I can toss in bigger injectors to handle the obscene fuel requirements I'm looking at...

 

Correct. Figure 10-12 psi on 19pph.

 

depending on the turbo I'd go bigger than that, in MOST cases you can't go TOO big with the injectors provided you burn the chip correctly...

 

BTW a GN/TTA T3 should be fine

 

u all say no ones done a turbo on the 60 degree v6
but like 2 yaers ago i posted pics or web link that showed this guy that put a 2.8 in a datsun 510 and it had twin garret turbos
bad *** it ran high nine second quarter miles... it can be done
and before he did the swap he new nothing about fuel injection he was a total carb guy..