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This past summer has been a real learning curve for us. The new turbo setup and data logging capabilities. The data logging was a pain to wire but a real asset to the setup. It will tell you what your car likes and dislikes. In our case it told us it did'nt like that little turbo. The exhaust housing was to small and could not exspell all the exahust gases. It made the motor surge from 600' to the end of the 1/4 mile. We pulled some boost out of if and went and tested and it really like it. It ran really smooth @ 10 psi. The only problem is it ran 9.80 seconds. That about put us to sleep so we had to fix that. You ask what is it? A full on race Garret 80mm part #4508R. Billet aluminum compressor wheel. This should give us a little power on the 6500-7500 rpm range. We were totaly floored when the new turbo dropped right into place. We were thinking a header rework was next on the list. Hopefully we will be up and running in no time.Our goal for many years was to run solid high 8 second passes. This turbo should give us good quailty boost @ 20-25 psi and be real reliable power. As my brother said....Say hello to my little freind  [img]  [/img] [img]  [/img] [img]  [/img] [img]  [/img] [img]  [/img]
Last edited by MIGHTY6; 12/26/10 11:16 PM.
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That put a BIG grin on my face. WoW. Some trucker is thinking what the hell happened to my turbo.
Keep us posted.
Inliner Member 1716 65 Chevelle Wagon and 41 Hudson Pickup Information and parts www.12bolt.com
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Can't wait to see what this one does!
"The first rule of overkill: You can never have too much overkill."
"Overkill is underrated."
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Mighty6,
How big was your old turbo?
".....don't give up a TURBO more than makes up for all of this BS." Turbo-6
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Looks nice! What A/R did you go w/on the turbine housing? 1.28 or the 1.44? http://cgi.ebay.com/ebaymotors/New-Ball-...sQ5fAccessories-Wheel: 108.0mm exd./80.8mm ind w/ 56 trim MBHD
12 port SDS EFI 
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That looks VERY nice.  Is that 80mm at the compressor inlet, or the "Major Diameter" (exducer, the larger of the two diameters on the comp wheel)?
My, what a steep learning curve. Erik II#5155
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You do such great work. Even when you make changes it is still clean and neat, not to mention faster. I like how you fit all of this under that little hood. Mighty fine little pickup!
"I wonder if God created man because he was disappointed in the monkey?" Mark Twain
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Once you have gone turbo - you won't go back. I'm running a 1.31 AR on the hot side....
51 GMC 4.2 turbo
Can't solved today's problems using the same technology/thinking that created them
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Mighty6,
How big was your old turbo? The old turbo is a 78mm mid-frame and the new one is a large frame.
Last edited by MIGHTY6; 12/27/10 11:49 PM.
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That looks VERY nice. Is that 80mm at the compressor inlet, or the "Major Diameter" (exducer, the larger of the two diameters on the comp wheel)? The 79.8mm is measured on the inlet size of the wheel. While the major diameter of the wheel is 108mm. Hope this clears it up a bit.
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You do such great work. Even when you make changes it is still clean and neat, not to mention faster. I like how you fit all of this under that little hood. Mighty fine little pickup! Well, it is a challenge to say the least. Craig owns a machine shop and both of us are welders. It doesnt hurt on a project like this.
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Once you have gone turbo - you won't go back. I'm running a 1.31 AR on the hot side.... Yep, no matter what power adder of choice it is......It's never enough!
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Mighty 6,
What do you mean engine surge, the rpm going up and down like moving the gas pedal, or the banging sound of turbo surge?
With the data logger,
what was the turbine back pressure?
what was the boost pressure?
what was the egt. temps?
what was the A/F ratio?
what was the engine RPM?
what was the turbo RPM?
There is not a better tool than a data recorder wish I had one!
Thanks, Harry
Turbo-6
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SO, it is a T6 frame turbo? That ,makes a big difference.
MBHD
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Mighty 6,
What do you mean engine surge, the rpm going up and down like moving the gas pedal, or the banging sound of turbo surge?
With the data logger,
what was the turbine back pressure?
what was the boost pressure?
what was the egt. temps?
what was the A/F ratio?
what was the engine RPM?
what was the turbo RPM?
There is not a better tool than a data recorder wish I had one!
Thanks, Harry
It was like a fuel surge. You could really see it on the data log. Makes us think that the exhaust is backing up into the motor. Pull boost out (back pressure) of it and the problem goes away. Runs fine on the chassis dyno for short burst. 19 psi of boost = 52 psi on the exhaust. egt 1500+ @ turbo. A/F not sure at his time. 6000-6500 rpms We did not what to spend the cash for a Race Pak. A freind told us about RPM Performance data loggers. They work great and they are half the price of a Race Pak setup. http://rpmperf.com/Money well worth spent!
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SO, it is a T6 frame turbo? That ,makes a big difference.
MBHD No it's a T4 still. The diffrence is the Turbonetics turbine had a 76mm wheel and the Garret has a 87mm wheel. The nozzle area look really opened up in the Garret. The Turbonetics had a 3" down pipe vs 4" on the Garret. We shared our data log from all the runs. The engineer recommended this turbo to us. BTW- This guy does a ton of Toyota 2jz and fz stuff.
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Mighty 6,
Thats why I asked what kind of surge, is your fuel tank in the rear? or fuel line size? sounds like fuel problem, too small of a turbine just kills top end power but no surge type feel.
Lower boost does not need as much fuel, on dyno not fighting G forces.
However I do like your new turbo choice. Good luck!
Harry
Turbo-6
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Mighty 6,
Thats why I asked what kind of surge, is your fuel tank in the rear? or fuel line size? sounds like fuel problem, too small of a turbine just kills top end power but no surge type feel.
Lower boost does not need as much fuel, on dyno not fighting G forces.
However I do like your new turbo choice. Good luck!
Harry Yes the tank is in the rear. It has to come to the very front of the truck and make a 3' clime to the fuel rail. At first I thought that's what it might be. It has a new 1100 HP Magnafuel pump on it. So blew that theroy off. I will do some checkinng on it. I can upgrade it to a 1500 hp unit for $100. What a bargain BTW-Thanks for the tip!
Last edited by MIGHTY6; 12/30/10 02:01 AM.
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SO, it is a T6 frame turbo? That ,makes a big difference.
MBHD No it's a T4 still. The diffrence is the Turbonetics turbine had a 76mm wheel and the Garret has a 87mm wheel. The nozzle area look really opened up in the Garret. The Turbonetics had a 3" down pipe vs 4" on the Garret. The other night when I typed this I was in a hurry and made a mistake. The Turbonetics turbine has a 68mm wheel NOT a 76mm. The Garret is 19mm or .748 larger on the exducer.
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What was the fastest you went with your nitrous combo.
Class III CNC Machinist/Programmer
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What was the fastest you went with your nitrous combo. 6.33 1/8 mile and 10.10 @ 128 with a lump port and 175hp shot. 5.92 @ 112 mph with Sissell head and 300hp shot. No 1/4 mile passes were done with this combo. We are sure it would go 9.50s with no problems. The one thing I would do diffrent here is use carbs vs EFI.
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I bought me some new reading material for the cold winter nights. It is the newest release from SA Design. It has some good stuff in it. 
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We made a little progress on the peekup. The new front axle is in place for the 140+mph blast. The turbo pluming is all most done.  
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Looking good!!!!!!
Is that a 4" DP?,,Lets see the exit ;-)
I am curious about your crankcase venting. Got any pics of that set-up?
Thank you
MBHD
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Looking good!!!!!!
Is that a 4" DP?,,Lets see the exit ;-)
I am curious about your crankcase venting. Got any pics of that set-up?
Thank you
MBHD I dont have any pictures of that yet. The vacuum pump is one of those smog pump conversions. It works really good.
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I dont have any pictures of that yet. The vacuum pump is one of those smog pump conversions. It works really good. Did you do the conversion yourself? Do you have any pictures of it?
My, what a steep learning curve. Erik II#5155
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[quote=MIGHTY6 The one thing I would do diffrent here is use carbs vs EFI. [/quote]
Just curious as to why?
MBHD
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I dont have any pictures of that yet. The vacuum pump is one of those smog pump conversions. It works really good. Did you do the conversion yourself? Do you have any pictures of it? We bought the pump and the pulley from GZ Motorsports 
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[quote=MIGHTY6 The one thing I would do diffrent here is use carbs vs EFI. Just curious as to why? MBHD [/quote] 1) It's cheaper 2) Way less complicated 3) The fuel jetting way diffrent than what carb guys use. 4) No chassis dyno time. 5) We never hurt any parts with carbs. Now, if a person was spraying 100 hp...no problem. Step up and throw in 300-400 hp there going to be trouble with EFI.
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Ok, Mighty6
so you are saying you used to throw 300-400 hp of nitrous on your 292 w/carbs & never broke/hurt parts?
My Camaro was scary fast when I just used a NOS cheater plate w/the smallest jets 150-175 HP.(kit was designed for an engine no smaller than 350 CI,mine was 250 CI )In fact, IIRC, it stated DO NOT USE ON ANYTHING SMALLER THAN 350 CI, Wanting the best bang for the buck & I wanted to go as fast as possible,,I thought to myself,,what's a 100 cubic inches less? LOL  I never went to a track, but I would guess easy low 11's to high 10's if I could get it to run a full pass.
Never really got it to work correctly for a full pass,(detonating, the instant I hit the button)but I stilled stayed into it it was such a rush I did not want it to end. 
During the intial NOS purging the first time I hit it (nitrous button)in park,brought the RPM to approx 2000 RPM, hit the button to purge & it went to 5000 RPM w/out moving the throttle.
My friend thought I hit the gas pedal as I purged the nitrous @ the same time LOL.
I don't know if any of you have run your engines w/out a torque converter (just a flex plate)& reved it up,,, well let me tell you,it reved just as fast & violent w/the nitrous.!
Mighty6,
Do you have a pics of that kit(smog pump) installed,looks interesting.
Just keep it on the rich side & slowly work up your tune.
It does not happen in a short time or overnight.
I think you are doing great!
MBHD
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Thanks for the pics.
Goodluck on the dyno tuning,& set some new HP & torque numbers,just be careful.
MBHD
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Thanks for the pics.
Goodluck on the dyno tuning,& set some new HP & torque numbers,just be careful.
MBHD I just want to let everyone know what our goal is here. 1) Craig and I are plannig a conservative route. We are going shoot for 850ish rwhp and 20-25 psi of boost. The reason for this is we want a 8.99 et or better pass. A new personal best is more inportant to us than BIG horsepower numbers. Taking a chance on blowing it up. 2) We have a chassis dyno sponsorship so getting back on the dyno is not a problem. It is a pain to take off work and drive 2hr's one way. Still way cooler than being at work. 3) The connecting rods are designed for 1200 horsepower. We have a ton of runs on them. We will upgrade to a 1500 horsepower rod when we freshen up the motor soon. At this time we will inspect the factory main caps and determine weather a stud gridle is needed at this time. 4) After we do all that we'll turn it up and see what we got
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What I meant was for you guys to better your best HP & torque numbers than before, not anyone elses.
Which I think should be faily easy, since you did not run that much boost last time & your turbine wheel was causing a lot of exhaust pressure.
MBHD
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I personally feel that 850 at the wheels with a production block of ANY type is big horsepower. Good luck - vids of your truck are the reason I'm building an inliner!
"The first rule of overkill: You can never have too much overkill."
"Overkill is underrated."
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What I meant was for you guys to better your best HP & torque numbers than before, not anyone elses.
Which I think should be faily easy, since you did not run that much boost last time & your turbine wheel was causing a lot of exhaust pressure.
MBHD
No biggie and I was'nt hatin That ^^^^^^^^ is what we are thinking. We are tired of working on this thing. We want to go race a little. The truck gets more miles going up and down on the lift than the track.
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I personally feel that 850 at the wheels with a production block of ANY type is big horsepower. Good luck - vids of your truck are the reason I'm building an inliner! I'm sorry that I helped you make a bad decision 
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I personally feel that 850 at the wheels with a production block of ANY type is big horsepower. Good luck - vids of your truck are the reason I'm building an inliner! I'm sorry that I helped you make a bad decision LOL
Larry/Twisted6 [oooooo] Adding CFM adds boost  God doesn't like ugly.
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After a full day on the chassis dyno I have the results. We left the boost the same at 21psi to see what the gain is. It went from 717 rwhp @ 6200 rpm to 849rwhp @ 6620 rpm. With NO other changes. The torque fell of a bit from 813 to 777 rwtq. This thing spools like crasy At 21psi of boost we ended up with 31 psi of exhaust pressure. 20psi less than the old turbo. It is a beast! There is way more HP left in it.....1000+RWHP with more boost....no problem. The down side is we ran out of fuel pump as Turbo-6 mentioned in earlier post. It was a combanation of things that led to this. We run VP Q16 fuel which makes the motor want 5-10% more fuel than standard fuel systems. The truck is still at the dyno shop. We are over nighting a fuel pump from Jegs to install tommorrow morning. We will finish the dyno session tommorrow.Video link http://www.youtube.com/watch?v=wvtE6z1WRcU
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