TwinCharger???
- Thread starter Weasel
- Start date
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St Louis SHO
Rollin' coal
Epic.
HotRodKid
mmmmm ... turbo
big turbo
spool it with propane injection
done
spool it with propane injection
done
nbaykrawler
New Member
i got a ct26 turbo off a 88 toyota supra turbo! has anyone used one of these and could it work on my 92 mtx! would it flow on the high end ? thought about putting it in then modifying it down the road! theres lots of room for upgrades on that turbo and they can be had for cheap!
jthod
Mr. Goodwrench
T- 25 AAAAAANNNNDDDD gt-35
/problem
/problem
wicked92sho
New Member
Personally I would use whats called a EVO 3 16g turbo. Can handle making boost all theway to 7k. Is cheap, around $550. And is easily available. These turbo's have made over 400 wheel horse on DSM's so they are proven already. A pair of those on a SHO motor would have awesome response and still be able to utilize the top end pull that we hold dear to our hearts. Just my 2 cents......
92sho16
b00sted
Yes but is not the evo and all other dsm 2.0 4 cylinder ? You would have the same problem that the t-25 has.
wicked92sho
New Member
No you wouldnt have the same problem. A pair of EVO 3 16g's would work fine. They would still spool fast, but not have the problem of T-25's and not be able to flow past 4500. They are great turbo's! A T-25 is honestly junk unless you want to boost a Civic. They are just too small for any SHO application unless you want to compound boost something huge.
Geek SHO
SHO Addict
I'm not entirely convinced that the M90 blew my motor. Either my junkyard 3.2 had bad rings on the #6, or the tune we were experimenting with let the A/F lean out too much. I won't know for sure until I decapitate the engine. If I ever get my Geek SHO project rolling again, I'm going the route of the turbo, but I think the M90 will have to be installed as well at least for a little bit. 
I'm sure the blower itself didn't cause the failure. Failure of the unit itself would have to occur first (in a way that causes peices to fly). Boosted failures are almost always due to heat/tune/fuel/detonation. Regardless of how the air is crammed in there, the key is the tune (until you just give the motor more boost/power than it can handle).I'm not entirely convinced that the M90 blew my motor. Either my junkyard 3.2 had bad rings on the #6, or the tune we were experimenting with let the A/F lean out too much. I won't know for sure until I decapitate the engine. If I ever get my Geek SHO project rolling again, I'm going the route of the turbo, but I think the M90 will have to be installed as well at least for a little bit.
I've considered this before. Tom knows.
The turbo is turned by exhaust volume and pressure. This is why a big turbo takes sooo long to get going. Down low, the engine isn't making enough exhaust to turn the turbo.
A PD blower makes boost at the hit. It also makes power from the hit. So makes exhaust pressure and volume at the hit. Exactly what a turbo needs to get cranked up.
Some of the old Detroit Diesels work this way. They have a big long (but small diameter) PD blower that is turned by the crank, then a BIG MONSTER turbo that's on top of the blower. The PD blower makes a small amount of boost and exhaust pressure that turns the turbo up more quickly. So the turbo is force feeding the blower with compressed air.
My idea is to have a small PD blower that only makes a few psi of positive pressure. Maybe a M66 or something small like that, just enough to get everything moving. The extra exhaust flow and pressure will kick start a big T66 that's stuffed under the rear bumper. The outlet of the compressor would feed the M66 and would shortly out flow the M66 with pressurized air. Since the M66 wouldn't be compressing the incoming pressurized air, it won't add to the heat soak. It'll essentially be rolling the rotors thru the previously pressurized air.
So, the point is that the PD blower will kick start the engine into making enough exhaust pressure to then kick start the turbo. Once the turbo is turning, it will take over and provide the large amounts of air for big power.
The turbo is turned by exhaust volume and pressure. This is why a big turbo takes sooo long to get going. Down low, the engine isn't making enough exhaust to turn the turbo.
A PD blower makes boost at the hit. It also makes power from the hit. So makes exhaust pressure and volume at the hit. Exactly what a turbo needs to get cranked up.
Some of the old Detroit Diesels work this way. They have a big long (but small diameter) PD blower that is turned by the crank, then a BIG MONSTER turbo that's on top of the blower. The PD blower makes a small amount of boost and exhaust pressure that turns the turbo up more quickly. So the turbo is force feeding the blower with compressed air.
My idea is to have a small PD blower that only makes a few psi of positive pressure. Maybe a M66 or something small like that, just enough to get everything moving. The extra exhaust flow and pressure will kick start a big T66 that's stuffed under the rear bumper. The outlet of the compressor would feed the M66 and would shortly out flow the M66 with pressurized air. Since the M66 wouldn't be compressing the incoming pressurized air, it won't add to the heat soak. It'll essentially be rolling the rotors thru the previously pressurized air.
So, the point is that the PD blower will kick start the engine into making enough exhaust pressure to then kick start the turbo. Once the turbo is turning, it will take over and provide the large amounts of air for big power.
38SHO
#1 Oil Abuser
i don't know shit seems like a waiste........ its only something to have so you can say , hey look at what cool shit I made here........
you drive a Taurus SHO....... you don't need to be worrying about what looks good... just go kick ass....
1 big turbo or a good SC is more then enough to make it fast
you drive a Taurus SHO....... you don't need to be worrying about what looks good... just go kick ass....
1 big turbo or a good SC is more then enough to make it fast
eloquent.
There are two points here. First, this solves the limitations of a big turbo on any high-winding engine. With a big turbo, it is a cork in the exhaust until you finally get it turned up and making boost. So from idle to 4000rpm, the car runs like stock. At 4000 it starts to make a little power, then by 6000rpm it really comes on and the world comes to an end in that last 1000rpm. By compounding the compressors, the PD blower will increase the exhaust output down low and spool the turbo sooner in the power band. So instead of having full boost at 6000, you've got it at ~3000rpm.
The second point goes to a poster from the 1st page. They said that the turbo would spool fisrt then when it ran out, the supercharge would take over. This is exactly backwards. The supercharger would come on first, then run out of breath as the turbo would quickly overtake it with compressed air flow.
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