Turbo choices

Rpdboss

Registered User
Its been awhile but progress is being made. I now have about a dozen turbos to pick from. three ford 7.3 powerstroke turbos, one international schoolbus turbo, 3 volvo turbos, 2 sabb turbos, eagle tallon, and 2 unkown ones. I was leaning towads the 7.3liter turbos as they have a nice dual exhaust tie in that is sized nicely. Then also I'd like to keep the supercharger and do a compound setup for great low end power. I work now as a car scraper I have acess to a large varriety of cars and parts so fabbing things should be easier.
My 1978 chevy monza spyder is getting further. Solid engine mounts made, tranny mount is temporary. not sure if i should use the stock driveshaft or the ford one.. still hunting for a perfect radiator for the best fit in the chevy with the sc's odd orientation. Well any turbo advice would be great.
 
What can your motor handle and how much you looking to make? imho I would sell those turbo's and buy a new 6266. Also ditch the blower. My 6262 spools instantlly from any given rpm with a 3400rpm stall converter.
 
I think a compound boost would be cool. Blower whine sound and a blow off valve. Always wanted to do this. Maybe you can be a pioneer and get it done.

You can do it!:D
 
I will be using a yr 2000 block, not sure on heads yet but definitely ones that have been flow improved. Stock bottom end for now, 2003 stang auto trans, planned front mount intercooler, performance cam (need to pick one) and some large injectors. The reason for planning on compound boost is that the turbo from the ford 7.3 is quite large, so I imagine that the sc would help spoon it faster. To add to that the exhaust out of the turbo is 4 inches in diameter ! Pics should be available tomorrow after work. And if possible I'd love to use a loud gear drive too:) no knock sensor most of the time anyway
 
In that case sell those turbo's and buy a 4431e. It will take you to 450rwhp and hit hard well before 3000rpm's. That 7.3 turbo is too big for a stock bottom end motor and you will be out of the effiency deep into compressor surge side of the map.
 
teaser pic, being degreased currently in a 3 gallon bucket. At which the turbo is still bigger that the bucket...
I'll post more pics after its all cleaned.
I have to correct my previous info, the turbo exhaust is 3 inches, just looked like four because it was double walled pipe. each twin pipe feeding the exhaust inlet is 1 7/8 inch I.D as well. so exhaust wise it's not far off of the stock 94 sc
 

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turbo specs
compressor inlet diameter 68mm
compressor outlet diameter 52mm
compressor A/R 1.10

exhaust outlet 72mm
twin exhaust inlets 50mm each

upon part number look up its a tp38 turbo
 
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Im not so sure youll be happy with the results you get from that turbo. Then again n a light lil car maybe lag wont be such a bad thing
 
My 1978 chevy monza spyder is getting further.

I once owned a 1977 Monza Mirage with a 305/TH350, white with red/blue stripes, and red interior.

Ended up selling it, got tired of trying to find replacement parts, and I didn't want to blow several grand attempting to upgrade the running gear. I also got dusted by a stock Escort wagon in traffic one day, after having to reinstall the factory catalytic convertor exhaust to get through emissions in Oregon, and that added to my anguish (2.27 or something rear gear, it would do 70 or so in 1st gear)

Interesting car, however.

My dad used to own a '77 Monza NHRA funny car (one among several), look up 'Larry Van Zandt' on the 70's Funny Car website.

I have a bit of a fondness for these cars, and I hope you finish yours.
 
just thinking outloud here, if I go with a compound setup, I'd have a lot of exhaust flow vs just a turbo alone. In the idea that at lower rpm the supercharger handles making boost causing a huge increase in exhaust, which in turn helps spool up the turbo quicker. When the turbo picks up and provides the boost it will be pushing air into the sc, relieving the motor drag of 60 or so hp and adding beyond that I hope.
supercharged engines are like variable displacement engines capable of ingesting more air than normally allowed, So again it would be like putting a turbo on a 350-400 CI engine instead of a 232 CI.
 
just thinking outloud here, if I go with a compound setup, I'd have a lot of exhaust flow vs just a turbo alone. In the idea that at lower rpm the supercharger handles making boost causing a huge increase in exhaust, which in turn helps spool up the turbo quicker. When the turbo picks up and provides the boost it will be pushing air into the sc, relieving the motor drag of 60 or so hp and adding beyond that I hope.
supercharged engines are like variable displacement engines capable of ingesting more air than normally allowed, So again it would be like putting a turbo on a 350-400 CI engine instead of a 232 CI.

It's not going to relieve the motor of the drag from turning the blower, but it will make more boost at the same HP consumption level. Suggest you regulate the boost level prior to the supercharger and try to maintain something reasonable like 8 psi at the blower inlet.

David
 
It's not going to relieve the motor of the drag from turning the blower, but it will make more boost at the same HP consumption level. Suggest you regulate the boost level prior to the supercharger and try to maintain something reasonable like 8 psi at the blower inlet.

David

Nah, peg that thing at 50+ psi.

It will sound wonderful...oh, for around 10 seconds or so.

Make sure someone's shooting video.
 
funny, most diesel guys don't run it past 40 psi. There are a good handful of people running this turbo on various size gas engines as a stand alone turbo.
 
I think you would be better off building a true turbo compound boost setup. Use the 7.3 turbo to feed another turbo like a tbo348 (stock gn turbo) which spools hard with 2600rpm.
 
this things ports are bigger than the late model sc throttle body and or mafs!
compressor inlet 68mm
outlet 65mm
A/R 1.00
Exhaust outlet 72mm
exhaust inlet ?? dual scroll
 
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u would have to calculate the mass flow of the engine to know if the 7.3 turbo will work well on the 3.8
7.3 liter engine is limited to 3200 rpm 411 cfm requred
3.8 engine limited to 5500 rpm 367 cfm required
looks from the numbers to be a pretty close match the best thing to do about the turbine size is to swap to a 7.3 van ex housing it a 1.0 non gated housing to help it spool a bit or possibly try a .84 gated housing from a truck the 7.3 turbo is limited factory to 15 psi is routinely capable of 28-30 but usually dies after repeated use about 30 psi
i work for a diesel performance shop that specializes in 7.3 trucks and im currently working on a 7.3 truck turbo compunded to a heavily ported late m90 in a s/c project

the issue im working on is mounting the turbo what im going to end up doing is installing the turbo on a factory pedistal tapping the oil feed and return ports on it and making a bracket to mount the pedistal to im also installing a early 7.3 turbo compressor wheel (wicked wheel) a ported compressor cover and a custom boost control setup the way in thinking it will work is to regulate the total boost via the turbo wastgate so for instance the blower makes 15psi that would be the limited boost of the turbo in stock form on the 7.3 by using a boost controler and a softer wastgate actuator ie 5psi spring in the gate i should see 20 psi but the blower will compound the boost most likely from my gathering of info to 23-25 psi to the engine so that i would be seeing full boost from the m90 still and getting the added top end charge from the turbo filling the gap in power from idle to redline making for one hell of a fun street car
 
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The turbo I found now is a later model GTP38 which is ball bearing but near similar flow from what im reading as the tp38. I agree with you boogeyman, why not try to make what we have available work for us. These turbos cost me a lunch break at work removing them before they get recycled compared to this ;)http://www.ebay.com/itm/1999-2003-Ford-7-3L-Powerstroke-Turbo-Turbocharger-1831383C93-702012-0006-GTP38-/190634884309 which is $600+ re-manufactured to which I have 3 of them. Yes i would plan on the wicked wheel install as it helps keep surging in check. For a oil feed and return I'm going to simply machine an adapter on a cnc mill and tap it for fittings.
 

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