TO-4 turbo info

D. Sea wrote:

Interesting exhaust adapters Blake....I see it flips the E6 manifold. Any particular reason or is it for clearance purposes ?

Yes, Alan. I flipped it to be able to keep the a/c box in the truck. This will be a daily driver and I wanted the a/c workable.

The spacers allowed me to access the spark plugs and transition the port alignment. I hope to make 350 rwhp 25 psi boost and still have 25 mpg.

It has the Turbo coupe 5 speed with the 3.97 first gear set in it , and a 3.73 rear gear and 26 inch tall tires. I am also going to have a tune in it to allow E-85 and max boost.

Jim the picture didn't come through. Also do you think there is that much difference between the .58 and .60 a/r on the turbine? I was hoping this turbo set up I have will work because of the cost, It's free

I am going to run it and see where it like to spool and run , then adjust from there.

Thanks for the info.......... Try to send the picture back through again ,I would love to see it.

The turbo you have is most likely a TB03 or T3 turbo, I used a TO4 turbine (p trim wheel) with a .58 housing. The turbos are two different animals, the T3 is good for quick spooling, but chokes up due to the oem turbine wheel design but (excellent for free). If you want to make much more power, ditch the t4/t3 and use a TO4E turbo with a .58 turbine housing. The turbine wheel has a huge effect as does compressors wheels. The best turbines for racing have a pitch that allows you to easily see past the fins, also you will hear the distinct turbo whistle at idle and above, usually very loud, just like a semi truck.
My SVO's with the t4/t3 turbos got 19mpg at best and I ran 25psi all day long on the factory efi with a front mount intercooler with the stock 35lb injectors.
I never did break my 4banger T5 trans in any of my cars, even dumping the clutch at 6250rpm with 28X10.5 slicks. I think they are somewhat strong.

Thanks jim good info............. Can't wait to get it on the road.

s300
http://www.squirrelpf.com/turbocalc/graph.php?version=4&pr0=1&pr1=1.07&pr2=2.03&pr3=3&pr4=3&pr5=3&pr6=3&pr7=3&airflow0=2.6&airflow1=8.4&airflow2=20.6&airflow3=37.2&airflow4=38.8&airflow5=38.7&airflow6=41.2&airflow7=42.1&product_id=96

The S300 flows too much air at low boot levels and will surge most of the time,plus the stock diesel turbine A/R's are 1.XX too big to make any boost under 4500 rpm. I once swapped a 1.00 A/R turbine on my pinto and it killed my 60'ft from 1.5 to 2.0 because the 2.3L only made 10 psi until 3rd gear, then at half track it came alive. The turbo made 25psi and the tires broke loose, I nearly smacked the wall around 1000ft out (no vht on the top end).Man what a ride!! Bottom line is the turbine is just as important as the compressor. Compressor maps only give you half of the equation. You need to tune the turbine to get you into the turbos "power band". Just like a set of Diff Gears. There aren't any online calculators that tell you what turbine housing to use, its a matter of trial and error.

Try an S1B,its a better fit, smaller turbine choices( T3 size turbo).

Blake,
I can hook you up with Fred House. He runs a Probe in our local Pro-stick class. Has been 8.60's and seems to know his stuff about the 2300 turbos.

Here is a link to a small write up on him and his car. The Chevy II of Larry Judds just below him in the article is a car that I work on. http://www.dragracingonline.com/raceresults/2008/x_6-stick-2.html

Thanks Travis,

The Ranger kind of got put on the back burner, I have about 5 engines to build in the next two to three months. But as soon as It gets back to the top I will call you .

Thanks for the info, that's a bad azz ride, I saw Huber's mustang run high eight's with a 2300 turbo at Bowling green at the NMRA finals.