posted 04-06-2003 01:16 AM            

then of course KA-BLEWY

Sounds and looks sweet, so your gonna post all that ya did and all your "Secrets" on here for the rest of is right??

Justin

posted 04-08-2003 08:54 AM            

Good luck.
Ron

posted 04-10-2003 07:33 PM            

Right now, though, I'll post the basic details of the conversion as it stands.

The turbo and exhaust manifold are the exact same ones seen in Wayne's turbo article on slantsix.org - I bought them from him a year ago. The intake manifold is an Offenhauser one with a 390 cfm mechanical secondary Holley 4160. The carb has had some prep work done before I got it, including an air sealed throttle shaft and the choke tower milled off. I am running a Summit 18 psi electric fuel pump, mounted behind the back seat, and a Holley fuel pressure regulator I have tweaked to incease fuel pressure with the boost pressure.

Tying it all together has been more of a headache than collecting and bolting on the main parts. The water inlet line proved to be a pain to attach - it's finally using 3/16" copper hard line attached to a 2 1/2" pipe nipple on the turbo so I could get a wrench on it. The other end runs to a heater hose line. The outlet was a lot easier - I have an Aspen radiator in there that had a smog gizmo on the upper tank that I replaced with a hose barb and ran the coolant return to it. The turbo is supplied oil from the oil pressure sender, and the oil currently returns to a pipe fitting screwed into a hole I drilled in the crankcase. This may be a bit iffy - I'll have to see if the oil flows well here (the hose is a bit bent, but all downhill) or if I need a fitting in the oil pan instead.

The exhaust also proved to be a pain - I put it together from parts store bends, flex-pipe, a Thrush glasspack, and clamps. To get something that would bend tightly enough to clear the Pitman arm, I had to dent an exhaust elbow, cut off the slip fitting, and use a very short length of flex pipe to hold it to the stub of the OEM turbo exhaust downpipe. From there on, it was relatively straightforward, particularly since it's a side exit setup.

Also, it has three extra gauges to keep an eye on things - a large tach, an air/fuel ratio gauge, and a boost gauge. They're all sitting on the dash where the center speaker used to be.

posted 04-11-2003 05:17 PM            

if you need anything just shoot me an email, i was fooling with a 2.2L setup (i almost completed just needed to fire it up but it was on a junk engine) but now i decided i want to go N/A.

In the future if i get a car i want to do a twin turbo setup (say around a 1.9L ford turbo from an escort) through intercoolers etc.

posted 04-19-2003 01:10 PM            

I'm thinking it MAY work, i'd be using twin BBD's on a split intake manifold and one turbo running oneside, and one turbo running the other side.

I'd go with the 3.8L GM setup but i kinda wanna run a turbo on a stock bottom end and make 250+hp doing it and make the engine daily drivin safe. But i just simply DO NOT like the idea of a draw through setup, blow through with intercoolers is the way to go for me

thanks for the input! I think we may have to think/discuss this some more!

Justin

posted 04-20-2003 12:00 AM            

maybe i'll try it out on the aspen, i figured the 1.9L ford exscort rev's to around 7000RPM and is a good turbo setup, 1/2 of 3.7 is around 1.8something.

just some thought

Justin

posted 05-05-2003 10:50 PM            

Waiting on that article man!! keep me updated, for i'm leaning towards a turbo more and more