Turbo
05-26-2004, 02:42 PM
#101
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Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
A standalone oiling system? Yep, been done before. It's absolutely great, but I wouldn't consider one for a turbo kit 
Why? That's one of those above-and-beyond upgrades, when you're REALLY running massive power!
I'm running Mobil 1 synthetic in my 3.1 anyway - it can share with the turbo
Why? That's one of those above-and-beyond upgrades, when you're REALLY running massive power!
I'm running Mobil 1 synthetic in my 3.1 anyway - it can share with the turbo
05-26-2004, 04:18 PM
#102
05-27-2004, 10:35 PM
#103
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Car: 95 Mustang GT Vert
Engine: 5.0
Transmission: T5
yeah.. update.... i guess.... went for 6 psi... ended up with 15.... DOT DOT DOT.
And she still lives... :lala:
Tuning tomorrow.. same turbo time same turbo channel...
Mind you, on stock chip... set for 22's... times to come.... we 20XD6'd it good. so..... whAAAAAAAt are you doin? gather yon pocketbook and purses mein kinder... for thou hast begun thy domination by burnination...er... spoolination?
05-27-2004, 11:17 PM
#104
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Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
No way you turbocharged the V6!
It's still not a 12 second screamer, so there's no way the turbo runs. It does, however, have a very peculiar whistling sound now...
05-27-2004, 11:25 PM
#105
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Car: '86 Camaro SC, '16 QX60
Engine: 2.8 V6 POWER, 3.5L V6 N/A
Transmission: T-5, CVT
It's funny how many posts are Doward/Vortex talking to themselves about turbos.
But the rest of us still aren't worthy :hail: !
But the rest of us still aren't worthy :hail: !
05-27-2004, 11:30 PM
#106
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Car: 86 Berlinetta 84 MonteCL
Engine: 3.4 MPFI 3.8 229
Transmission: 700r4 T350
ummmmm
So WHEN the HECK are you gonna run the blasted thing!!!! 
My doctor says being anxious is bad for me, so hurry the heck up guys, I wanna see some numbers (Just whining I know). Good luck!
My doctor says being anxious is bad for me, so hurry the heck up guys, I wanna see some numbers (Just whining I know). Good luck!
05-28-2004, 12:05 AM
#108
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Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
I'm heading to bed... I've got a lot of AE tuning to do tomorrow. Not to mention try to stop the turbo from building so much boost!
Oh, it's nice, though - the compressor side of the turbo gets just a little warm, but the tubing after the intercooler is seriously icy COLD!
Intercooler works like a charm
I'll get pics, and some prelim datalogging tomorrow morn for everyone. Like I said, this is the long, hard part!
Oh, it's nice, though - the compressor side of the turbo gets just a little warm, but the tubing after the intercooler is seriously icy COLD!
Intercooler works like a charm
I'll get pics, and some prelim datalogging tomorrow morn for everyone. Like I said, this is the long, hard part!
05-28-2004, 03:25 AM
#109
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Car: 2000 Trans Am WS6 (Black)
Engine: LS1
Transmission: 4L60E
huminuhhuminuhhuminuhhuminuh....
so do you adjust the pressure by adjusting the bov, or wastegate or what?
so do you adjust the pressure by adjusting the bov, or wastegate or what?
05-28-2004, 12:10 PM
#111
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Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
Word of advice.... actually having the EST hooked up does wonders for power output of a turbo V6 
05-29-2004, 02:18 AM
#113
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Car: 95 Mustang GT Vert
Engine: 5.0
Transmission: T5
to coin a popular Ocala phrase "DUH"... also a momentary setback with the exhaut mating with concrete... but ill put that one on doward... but until then.. he beat a 4.6 crown vic.. high 15's?
05-29-2004, 02:23 AM
#114
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Car: 1992 Camaro RS 25th Anniversary
Engine: 3.4L v6 with a t3/t4 Turbo
Transmission: T-5 Conversion
Axle/Gears: 3.23 SLP Limited Slip
sounds like you guys are making good progress....any new pics? maybe some audio lol cant wait to get some numbers on that thing
05-29-2004, 04:08 AM
#115
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Car: 86-FireBird
Engine: -MPFI
Transmission: T5
Axle/Gears: 3:42
The turbo sound alone should be enough to keep most people in their place. Though most cars factory with a turbo do not have that cool sound. But people will learn.
05-30-2004, 10:49 PM
#117
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Car: 95 Mustang GT Vert
Engine: 5.0
Transmission: T5
we cant leave well enough alone... we decided that the y-pipe is just not efficient enough with all the bends in it, so we're gonna remake the y-pipe for now, and redo the mandrels when we get more money.. so its "downtime" again, but not for long.. its all tuning now.. its a long road ahead, but lots of seat time just tuning away. .. we'll let ya know asap ...
05-31-2004, 04:02 AM
#118
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Car: 89 Firebird
Engine: L98
Transmission: T-56
Axle/Gears: 3.73
I like the TT's because it takes 3 things to drive any turbine and 1 turbo on each bank helps get these 3 things to the turbine better.
Heat
Pressure
Flow
Heat, With the TT's there closer to the exhaust ports so the heat loss before the turbo will be at a minium before it can get to the turbo it takes mass to drive that turbine and the more volume that mass takes up the better.
Pressure, There will be much less piping to the turbine inlet, less places for cracks to form in the header and less of a chance to blead off exhaust pressure and you port pressue and turbine inlet pressure will be all most the same its all about flow.
Flow, The exhaust gas flow will have fewer twists and truns before it gets to the turbine inlet, it will stay moving fast and not get slowed down.
Heat
Pressure
Flow
Heat, With the TT's there closer to the exhaust ports so the heat loss before the turbo will be at a minium before it can get to the turbo it takes mass to drive that turbine and the more volume that mass takes up the better.
Pressure, There will be much less piping to the turbine inlet, less places for cracks to form in the header and less of a chance to blead off exhaust pressure and you port pressue and turbine inlet pressure will be all most the same its all about flow.
Flow, The exhaust gas flow will have fewer twists and truns before it gets to the turbine inlet, it will stay moving fast and not get slowed down.
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