Outer Limits 4x4 Board

I have purchased a turbo to put on the V8 in the patrol..... i am looking at several ways of hooking the zorst up to it because i have limited room to run a pipe up to the turbo, and a dump pipe back out again..... more than likely have to go through the inner guard.......

anyway, i spoke to a guy who said that with some V8's including single turbo V8 diesels, that you can run your turbo off one bank of cylinders.... which would make my job a whole lot easier in the long run....... BUT... would that cause problems with unequal back pressure? spooling the turbo up won't be a problem, i'm just wondering about back pressure. The exhaust is a high flow system i guess you could call it.... only 2 1/2" single system, but there isn't much of a muffler on it. Could i equalise the zorst with a crossover pipe? Although i should have the turbo here in a week or two, i'm not going to fit it until after the mud drags in Cesspit... errrrr i mean....... Cessnock at the end of october, so i will have enough time to do it right.


P.S. Keep in mind, i'm not going to run anything over about 8 psi boost.... and i'm not looking for a lot of numbers on the tacho either. i want to set it up more for torque than anything else. And i know very little about turbo's

easiest option would be twin turbos runnin max of about 4-5 psi but failing that its best to run both banks into the turbo helps keep the turbo on boost and equaliziuse the pressure aswell. i'll be doin twin turbos on a 350 chev in the coming months but wont be in a 4by will be interesting to watch this

i almost bought a pair of CT28 turbos? but with the fun i am going to have just hooking one up, 2 would have been a nightmare!! i'll post pics when i eventually start on it.

some vechiles run single turbo's, but they tend to have lag problems.
dual turbo's is a lot better.

tweak'e wrote:some vechiles run single turbo's, but they tend to have lag problems.
dual turbo's is a lot better.

i am only running a small turbo on minimal boost...... so i shouldn't get much lag at all.........




well....... thats the plan anyway

easiest way to do it is to keep the standard manifold and half of the Y pipe from the drivers side. reroute it back to the pass side and mate it up with a collector back to a custom passanger header. from there you can run it high mount and dump the exhaust through the gaurd and along the edge of the chassis or squeeze it back through along the firewall.

if you have the space you could do two custom headers run back infront of the motor and have the turbo infront of the motor.

twin turbo would have been easier. youd be suprised how easy the exhaust actually is to set up.

This is a mate turbo setup in a F-350 7.3 lts V8 Ford ( dohh! ) with a single turbo ..



Other option it's a mate ( IH8MUD ) that run a remote turbo ( down the cargo area ) ...[/img]

There was an article in one of my zoom mages that covered someting like this recently. (was for a street car though)
i will see what I can dig up.

I run a TO4Zr in my gen 3 Patrol (not running yet but soon), its a bit tight but the turbo is front and centre. Twin/Single it really dosent matter for what we are doing you dont need 1000 Hp. I'm running a baby camshaft and 7 psi to supplement the midrange. I helped Big Scotty set up his straight LPG Vortec in much the same way and its got masses of torque.
I kept it up front to help with heat dissapation, a diesel turbo is running at around 600 degrees and a petrol can go up to 950 degrees, higher if you arent careful with the tune. Thats a lot of heat at the fire wall. I spent a lot of time comparing HP to Pyro and mixture to establish optimum safe mixtures and so on.

Joel

Something like ..

Wouldn't there be a lot of lag with intake pipes that long?

Would sound awesome though

They do that in the States to, Ive seen pics on Corvettes and Stangs similar, at least the V8 would help with the torque while you wait.

Joel

hokey wrote:Wouldn't there be a lot of lag with intake pipes that long?

Would sound awesome though

Actually the fellow cruiser that make this setup in his cruiser, claims for no really much more lag ( his comments ) by he it can be totaly out of ecuation ..

depends where it is put. the pipes dont have to be much longer than intercooler with piping. and it travels long enough to cool SOME of the air.

chunderlicious wrote:depends where it is put. the pipes dont have to be much longer than intercooler with piping. and it travels long enough to cool SOME of the air.

The intake piping might not be much longer. But the exhaust gains about 3 metres.
That 3 metres has to not only pressurise, but loses almost all the pulse charging and a great deal of heat. Less heat = lower volume which you need a tighter exhaust housing to compensate for. The price you pay is higher backpressure which costs power.

Sure you can make such a system work well if you put a lot of effort in. But a close mounted turbo system with the same amount of effort will always work better.
A lot of vehicles don't have much space for turbos, that's the only reason to use remote mounted ones.

years ago a few vehicles came out with turbos bolted onto the inlet manifold, with long exhaust pipe around the block. they lagged quite badly compared to those with 'normal' turbo setup. i don't thing any manufacture has made a turbo thats not mounted on the exhaust manifold since then.

there is still a few of the old single turbo v6's around (early 300zx ??), they are certainly not known for being lag free!
they simply loose to much heat etc in the long pipe over from the other side of the block.

thanks for the feedback guys...... i am planning on putting it on the left hand side of the engine about 10" from the throttle body...... there is not a lot of room there to put it. If you have seen a V8 in a patrol, you will know what i mean. The pipe may be a little longer than needed, but heatproof lagging should help overcome that. It was suggested that i turn both manifolds around and cross the drivers side around the front of the engine and hook it up that way, but there is sweet stuff all room there.... i think the easiest way ultimately is start by mounting it where i can fit it, then run the inlet side, and sort the zorst from there.....

PGS 4WD wrote:I run a TO4Zr in my gen 3 Patrol (not running yet but soon), its a bit tight but the turbo is front and centre. Twin/Single it really dosent matter for what we are doing you dont need 1000 Hp. I'm running a baby camshaft and 7 psi to supplement the midrange. I helped Big Scotty set up his straight LPG Vortec in much the same way and its got masses of torque.
I kept it up front to help with heat dissapation, a diesel turbo is running at around 600 degrees and a petrol can go up to 950 degrees, higher if you arent careful with the tune. Thats a lot of heat at the fire wall. I spent a lot of time comparing HP to Pyro and mixture to establish optimum safe mixtures and so on.

Joel

i am after the same thing...... mostly midrange torque, and only about 8 psi if i can help it. mine won't fit front centre..... i still run a factory clutch fan and cowling on mine. from what i can gather speaking to several people, all i will need is a rising rate regulator, some high flow injectors, and a memcal that retards the timing on boost. I am guessing it knows that from the M.A.P sensor. I was hoping to get it on before the mud drags at Cessnock at the end of october, but i will wait until probably december some time.... i am usually too busy fighting fires to bother with too much fourby'n.... i can afford to take it off the road for a month or so while i frig with it. I am interested to see how yours goes when it's on the road.

just for ideas check out the CAPA gen111 single turbo kit. have detailed photos of the exhaust and a list of required parts

Tapage wrote:Something like ..

Never, ever, ever do this type of set-up.

They are awful, awful, awful!!

Your single bank exhaust feed will be fine-especially given the low boost levels.

Saab does this on their turvo V6.

i'm told a lot of single turbo V8s are done like that...... that's why i asked initially. I'm not going to fit it until probably after the DVD shoot in November. I might try it and see....... can only kill it, right?

Is she a diesel or petrol mate?

Kill it? Nah. You'll be okay. As long as do your research and do the job with attention to detail you'll be fine.

For a good forum with a wealth of turbo/efi/carbyknowlege, cruise over to www.performanceforums.com (it's an aussie forum)

Cheers
Sean

MS-75 wrote:Is she a diesel or petrol mate?

Kill it? Nah. You'll be okay. As long as do your research and do the job with attention to detail you'll be fine.

For a good forum with a wealth of turbo/efi/carbyknowlege, cruise over to www.performanceforums.com (it's an aussie forum)

Cheers
Sean

5.0 litre V8 out of a Commodore. I might try that one too...... i did ask questions on boostcruising.com but didn't gtet any real answers.

Ah Easy then.

Look for posts by 10serx7 , his name is dale, and has a good eal of experience with turbo v8s, and holdens specifically.

That forum has lots of different cars and engine conversions, so a 308 Turbo patrol will be quite popular.

Is it efi or carby>

(PS-boostcruising is for 18y/olds with an exhaust system. I'm not surprised you got no assistance)

MS-75 wrote:Ah Easy then.

Look for posts by 10serx7 , his name is dale, and has a good eal of experience with turbo v8s, and holdens specifically.

That forum has lots of different cars and engine conversions, so a 308 Turbo patrol will be quite popular.

Is it efi or carby>

(PS-boostcruising is for 18y/olds with an exhaust system. I'm not surprised you got no assistance)

it's EFI.... the engine is out of a VP Commodore.

I tried to register on that forum this morning..... they have some issues. I'll try again tonight.

EFI VP eh?

Magic.

The VP runs a Delco ECU, so you have two options regarding changing the injection and ignition maps to suit forced induction.

1. The delco can be fully re-programmed by a workshop using Kalmaker software. (not all workshops have this-let me know where you are located-that'll narrow it down a bit)

2. This model Haltech aftermarket EFI computer http://www.haltech.com/e6gmx.htm is a direct plug into the existing harness. It comes with software and is programmed via laptop. It is more flexible than the factory ECU and you would be able to make adjustments yourself. (I tuned a 304 Turbo recently on one of these and I was quite impressed)

One thing to note is that the VP injectors are pretty small, so you may run into fuel issues even at 8psi. That means an injector upgrade-very easy to do, and could cost anywhere from $300-$1000 depending on what you buy.

As I said though-catch up with Dale on PF and he'll point you in the right direction.

Sean

i would be more prone to get the current one reprogrammed if possible. I am treading on very thin ice with the minister as it is!! Plus i need all the cash i can get for my Gold Coast holiday next January. I am situated in the Upper Hunter Valley NSW. I am going to try to get some high-flow injectors..... not sure of the si8ze?? i think i saw some 44cc ones on ebay for about $450. And i'm going to purchase a rising rate regulator for it as well. The current fuel pump, i'm told "should" be sufficient..... it's the one that Marks Adaptors supplied when i did the conversion.
Thanks for the ongoing info! much appreciated

silly question here.......

what the compression ratio of the motor and what fuel are you planing on useing ?

Any reason for going a turbo over a s/c ? in my very short experience a s/c would be easier to setup/mount?

I know sweet FA about this stuff so very curious.

Simon

tweak'e wrote:silly question here.......

what the compression ratio of the motor and what fuel are you planing on using ?

10:1 at the moment i think?? runs best on Premium unleaded..... i was planning on running it on 98 with the turbo on it.