chad":7z7tz5jk said:
"...on using an intercooler..."
I have not visited our (or any) turbo forum(s). I have very limited knowledge.
Would it not be an easier (less expensive, fewer prts) system w/o the inter-cooler? I think chebby did it with the Grand National yrs ago. Some one just listed the early '80s volvo which may have been similar...
the waste gate is an alternative to "pop off" valve, no?
just outta curiosity is there a site with simple schematics (just the individual parts sketched in where they go) showing the different methods used to turbocharge engines that U know of?
Thank you,
I am well into the process of collecting parts for my first turbo build, and am hardly an authority on this subject, but I have done quite a bit of homework and feel comfortable with what I am doing as far as that goes. I have read and re-read many writeup that have been written including "Lincs 200" and "Borts62" 's writeups that are specific to our small sixes.
The wastegate is required to control the boost from the turbocharger. Some are built into the turbo housing itself (internal), and some are integrated into the exhaust upstream of the turbocharger (external). Both do the same job and one is definitely required. The detect a certain amount of boost (which can be adjusted by changing springs or using a controller) and reroute the exhaust flow around the turbine wheel and stop boost from building any further. This is different from the Blow off valve you mentioned which is more optional. The BOV is located on the "cold" side of the system and opens and releases pressure when the throttle is closed suddenly and there would otherwise be nowhere for this pressure to go and it kind of "backs up" against the turbo and can make bad things happen.
As far as an intercooler, one is never really required, but it really limits you on boost. If you look back at the turbo Buicks as you mentioned, the real power was not made until the use of an intercooler as well as EFI. There is not much involved with the installation of an intercooler and the associated ducting when compared to all else required to turbocharge one of our sixes. I have heard from several sources that the discharge air from the turbocharger can become quite hot, and considering the detonation tendencies of our sixes, it seemed like cheap insurance to use and IC to keep the temps down and I am personally using one. I bought a new bar and plate IC off ebay for about 50 bucks and used ones can be had for less.
You will need to spend time and money on the fuel supply system (pump, lines, boost referenced regulator) as well as the carburetor itself. Some distributor work will have to be done to reduce timing as well as the fabrication of things such as brackets and exhaust. So you will need to do some welding or know someone that can do it for you. All this is covered in the articles done by "Linc" and "Bort". Others have also done writeups, but those two are stickied.
I don't mean to discourage you at all, but I just wanted to point out there is a lot to be done in order to accomplish this and with out a "kit" offered by anyone, most of the piecing and fitting as well as the tuning falls on your shoulders. The articles written by these guys are very helpful and will give you an idea of what is involved and see whether or not you want to give it a try. Didn't scare me away, in fact it looks quite challenging and fun.
any ideas?
You likely have a (burnt) valve and or (loose) valve guide in cyl 1. Time for a tear down and some rebuild work
