Turbo kit for stock like builds

[Tbone3366]

As the title implies, I've been piecing together a kit to sell that will include the following

Factory 2.0 or HD 2.5 outlet J pipe with either Vband or t3/4 flange

HX35

Intercooler for those running any form of fuel injection or added cooling for blow thru style tbi/carbs

Wide band O2 sensor

Turbo cobrahead 90 degree for turbo

If running draw thru will include the below

Throttle body for mounting to stock log intake

Carb with throttle plates removed to prevent a vacuum coming from the compressor housing

Then cables for the throttle body and carb throttle off of throttle body




The design I have tucks the turbo right next to the exhaust to allow for installation in a e series van, I've been able to do a Fit test with an 88 van and not have a space issue, so that the people with vans can have a choice too

This kit is put together to run around a max of 8 psi for a reliable build

I will offer a warranty for it for all of the parts including the turbo, if parts were damaged due to the owners actions I'll offer a discount for parts one time

After that, any further damage caused by the owner will result in needing to buy an entire kit

I plan to warranty the kits out for 5 years or 75k miles

This is my plan for everything

 

[pmuller9]

Wastegate and Blow Off Valve included?
Anything for the EFI engine?

 

[Kritas]

I'll be watching for updates.

 

[Tbone3366]

Wastegate and Blow Off Valve included?
Anything for the EFI engine?

Im still researching for a cost effective but known reliable waste and blow off valve,

For the efi engine, im making my own Maf based Batch fire ecm, im gonna test all of this on my spare 300 truck that has a carb first so people have a cheap but effective kit, shooting for no more than 1500 bucks for a complete kit for either fuel setup

For now efi is recommended to have a J3 tuner or aftermarket ecm swap/95-6 maf swap which will handle a small amount of boost

 

[Tbone3366]

As for custom manifolds, im working out a twin scroll compact exhaust and intake, the goal being to fit in the E series to allow anyone to use them and also offer a high flow intake that is long runner and similar to the stock intake

 

[Dipstik86]

So will it be about $1199.99 with the turbo and a 2bbl carb, obvs for a carbed setup? An HX35 would be great for the efi manifolds and an HE351 for the log manifold. Then just give them a universal aluminium piping kit for the cold side to carb.

 

[curts56]

For a draw-thru setup, don't you need a carbon oil seal on the turbo compressor side to prevent sucking in oil?

 

[powerband]

Go for it !, Forced Induction 'bolt-ons' were widely available at one time, with 'modern' available ignition controls, fuel systems and AFR monitoring etc , performance gains vs NA are comparatively inexpensive ... :
.
previous:
... virtually all early turbo's used a DRAW-THRU setup where the carb is before the turbo .With the advent of throttle and then multi-port electronic fuel injection the draw-thru turbo and special-'built for boost carbs' era ended. Holley 6500 2-barrel into AirResearch TO-3 turbo is listed as 1980 OEM Mustang turbo four carb. 6500 is probably tweaked 5200 series 2bbl to accommodate the turbo's needs. To accomplish Draw-Thru performance, the Carburetor needs to be able to emulate a small CFM carb at No-Boost from idle to spool up, then have a huge CFM increase as boost builds. The opposite is true of carbs used for Blow-Thru setups where a smaller CFM carb is often required for good AFR's when engine is converted to forced induction.
.
.. the inline six and Draw-thru setup is simplest for forced induction conversion. Doesn't need fuel - pump pressure boost referenced/return to tank like carbd' blow-thru forced induction. The Draw-Thru forced induction setup has some quirks to be addressed just as Blow-Thru setups. With pressurized - fuel enriched gas , the Turbo seals are an example of need for attention to details ...

Draw-Thru turbo's were also used on Pontiac/Buick V6's before FI '- Grand Nationals. I first built the project inline 250 with a Buick derived Turbocharger setup in a Maverick, with the BOP' T3/Draw-thru/Thermo-Quadrajet setup. "This carb also has a power valve that is held closed with manifold vacuum.". Unique to BOP turbos' - external PV port Qjet' referenced to intake vac/boost. (81 Regal) 231 V6 Draw-Thru T3 Turbo / Unique Quadrajet 4Bbl (950 CFM at WOT Boost for 231 CID! - with low CFM off boost.
.
. .
.
current inline 250 six with stock internals has a Blow-Thru setup (SC) using widely availble and easily mod'd (Hangar18') Holley 2300 series 2Bbl . Elec fuel pump, Boost ref'd regulator with return to tank required, and careful Ignition Timing and AFR monitoring has provided thousands of miles on setup .
.
.
.
have boosted fun

 

[Tbone3366]

So will it be about $1199.99 with the turbo and a 2bbl carb, obvs for a carbed setup? An HX35 would be great for the efi manifolds and an HE351 for the log manifold. Then just give them a universal aluminium piping kit for the cold side to carb.

I ended up toying with a mistubishi montero 3.0 sohc throttle out of a grand caravan that fits the stock 1v intake

The idea is that since the turbo and carb are not under a vacuum anymore that the carbon seal won't be needed

But im leaning to make my own turbo bypass like what gm used for their intakes where the 4v ontop would bypass the turbo with a flap and under boost would push the flap closed allowing only boost through the 4v

 

[Tbone3366]

So will it be about $1199.99 with the turbo and a 2bbl carb, obvs for a carbed setup? An HX35 would be great for the efi manifolds and an HE351 for the log manifold. Then just give them a universal aluminium piping kit for the cold side to carb.

That's the goal

And the large jump from my cost is to help cover warranties if need be

I'm moving from building just turbo kits for the Honda 4 cyls and Mazda 4 cyls to the i6s now

 

[Tbone3366]

Go for it !, Forced Induction 'bolt-ons' were widely available at one time, with 'modern' available ignition controls, fuel systems and AFR monitoring etc , performance gains vs NA are comparatively inexpensive ... :
.
previous:
... virtually all early turbo's used a DRAW-THRU setup where the carb is before the turbo .With the advent of throttle and then multi-port electronic fuel injection the draw-thru turbo and special-'built for boost carbs' era ended. Holley 6500 2-barrel into AirResearch TO-3 turbo is listed as 1980 OEM Mustang turbo four carb. 6500 is probably tweaked 5200 series 2bbl to accommodate the turbo's needs. To accomplish Draw-Thru performance, the Carburetor needs to be able to emulate a small CFM carb at No-Boost from idle to spool up, then have a huge CFM increase as boost builds. The opposite is true of carbs used for Blow-Thru setups where a smaller CFM carb is often required for good AFR's when engine is converted to forced induction.
.
.. the inline six and Draw-thru setup is simplest for forced induction conversion. Doesn't need fuel - pump pressure boost referenced/return to tank like carbd' blow-thru forced induction. The Draw-Thru forced induction setup has some quirks to be addressed just as Blow-Thru setups. With pressurized - fuel enriched gas , the Turbo seals are an example of need for attention to details ...

Draw-Thru turbo's were also used on Pontiac/Buick V6's before FI '- Grand Nationals. I first built the project inline 250 with a Buick derived Turbocharger setup in a Maverick, with the BOP' T3/Draw-thru/Thermo-Quadrajet setup. "This carb also has a power valve that is held closed with manifold vacuum.". Unique to BOP turbos' - external PV port Qjet' referenced to intake vac/boost. (81 Regal) 231 V6 Draw-Thru T3 Turbo / Unique Quadrajet 4Bbl (950 CFM at WOT Boost for 231 CID! - with low CFM off boost.
.
. .
.
current inline 250 six with stock internals has a Blow-Thru setup (SC) using widely availble and easily mod'd (Hangar18') Holley 2300 series 2Bbl . Elec fuel pump, Boost ref'd regulator with return to tank required, and careful Ignition Timing and AFR monitoring has provided thousands of miles on setup .
.
.
.
have boosted fun

I'm leaning at building both a draw and blow thru kit

 

[Tbone3366]

What I'm gonna cast out is a splitter for the intake so that in a 7psi or lower draw thru setup the compressor is not creating a vacuum on throttle release

 

[Tbone3366]

I have a majority of my kit put together and planned

im working out an arduino to control the wastegate solenoid

Waiting on a new waste gate vacuum can so it has a 6 psi spring instead,

one thing i thought of since with a blow thru setup we need a high pressure pump to feed the carb anyway, what about keeping the stock fuel pump to run as an oil scavenging pump instead so it can send used turbo oil to the valve cover rather than drilling into the pan

food for thought is all

I'm also expecting a micro squirt system to come in and setup with TFI for a trigger
View attachment b5ff2833-18ce-41bb-83ec-608b68ceeedd.jpg

 

[Bronctopia]

stock fuel pump to run as an oil scavenging pump instead so it can send used turbo oil to the valve cover rather than drilling into the pan

I have heard that turbo drain oil gets pretty viciously aereated by the turbo.
Why the drain is much bigger than supply.
Trying to suck aereated oil is likely to "expand the foam", and maybe make it worse.

 

[Tbone3366]

I have heard that turbo drain oil gets pretty viciously aereated by the turbo.
Why the drain is much bigger than supply.
Trying to suck aereated oil is likely to "expand the foam", and maybe make it worse.

I've never seen aerated oil come from a turbo since the system has no air introduced from the turbo itself, I do have a junk turbo I can feed oil and make boost with on a bench and see

 

[powerband]

$ .02 more:
.
Draw-Thru conversion on a 250 small block, the T3 using oil gauge block port feed (@40-60 psi oil), did have a consistent lava-like return flow to valve cover.
.
.
.
with the 250/ Vortech Blo-thru , oil gauge port feeds oil to SC diffuser and returns to oil pan with 5/8 hyd. hose. (used clear tubing initialy to eye-ball flow). Piercing the oil pan and bonding or threading return port is simple under old fuel pump. ( super magnet bonded to pan just under port for confidence)
.

.
Draw-thru doesn't require fuel return and a boost referenced fuel supply' - carb bowl is always at atmosphere pressure , mechanical fuel pump can be used for modest builds.
.
Blow-Thru needed low pressure FI pump on tank and boost referenced fuel regulator to add fuel pressure ref'd to Carb' bowl pressure under boost. ( fuel pressure + boost pressure ) Followed original fuel line with 3/8 bendable brake line and hi-pressure fuel hose. Fuel return simply dumps into filler tube in the trunk.
.
. .
.
Unused - blocked off fuel pump location on block is excellent for added crankcase venting schemes with any forced induction.
.
. .
.

.
have fun

.

 

[Tbone3366]

$ .02 more:
.
Draw-Thru conversion on a 250 small block, the T3 using oil gauge block port feed (@40-60 psi oil), did have a consistent lava-like return flow to valve cover.
.
.
.
with the 250/ Vortech Blo-thru , oil gauge port feeds oil to SC diffuser and returns to oil pan with 5/8 hyd. hose. (used clear tubing initialy to eye-ball flow). Piercing the oil pan and bonding or threading return port is simple under old fuel pump. ( super magnet bonded to pan just under port for confidence)
.

.
Draw-thru doesn't require fuel return and a boost referenced fuel supply' - carb bowl is always at atmosphere pressure , mechanical fuel pump can be used for modest builds.
.
Blow-Thru needed low pressure FI pump on tank and boost referenced fuel regulator to add fuel pressure ref'd to Carb' bowl pressure under boost. ( fuel pressure + boost pressure ) Followed original fuel line with 3/8 bendable brake line and hi-pressure fuel hose. Fuel return simply dumps into filler tube in the trunk.
.
. .
.
Unused - blocked off fuel pump location on block is excellent for added crankcase venting schemes with any forced induction.
.
. .
.

.
have fun

.

I'll keep this all in mind

 

[Bronctopia]

I've never seen aerated oil come from a turbo since the system has no air introduced from the turbo itself, I do have a junk turbo I can feed oil and make boost with on a bench and see

The turbo housing introduces the air itself, at the oil drain gallery.
Oil is fed under pressure to both journals, but evacuates to a central cavity that funnels down to the drain fitting.
You may not see much foaming at idle, but at 100k RPM that shaft is slinging oil around at 10 times the speed of an Ostar cocktail blender.
If the forum lets it, I will try to post a link to a trade show shill with good cutaway picks of turbines at 36sec and 41sec.

 

[powerband]

vid' excellent addition to the common data, uncommon data:
,
'think black mayonnaise ' is how I would describe turbo oil output condition. I added a valve to limit the oil pressure input side to control flow at turbo speeds - ( brass fitting at top of pics). Inexpensiveness and availability of decent turbo's doesn't match with need for companion ignition and fuel management costs , especially for mostly stock engines with power adders .
.
high initial cost and low availability (no 'knockoffs') of Superchargers is main limiting factor for low cost builds . Most newer SC's do not need oil feed / return like pictured Vortech VII, the V3 series uses only internal lube, drastically simplifying any installation/build. Significant plus is no turbo 'Hot Side' added to engine compartment with needed considerations.
.
- Draw Thru BOP T3/Qjet / 250 had interesting issue with severe carb plenum icing (venturi/Bernoulli [sp]??) remedied with engine coolant passage - heated intake plenum. Vacuum lines are Q'jet - unique boost referenced Power Valve only used on non-ecm BOPs'. ( Buick-Olds-Pontiac turbos )
.
. .
.
have fun
.

 

[benchracer]

how is this project going?