Have pictures of the Mavmnan's turbo installation but cannot seem to get them to load on the message board. Have resized them down to a postage stamp and still won't load. Is it me or the server? They are in jpeg format.
I have had similar problems posting pic's. My software automatically saved changes I make to my pic's as BMP files EVEN THOUGH I manually TYPED IN .JPG! Try changing the file name to a .bmp then try to repost it. If this works then the file was a bmp (or other)even though it ended in .jpg I use MGI Photo suite. When I make any changes to my images The default file type was set to save as a .bmp. So even though I typed jpg it was saving as bmp! The way I had To correct this was to make a small modification to the pic. Then there was a "pull down" window where you could select to save as file type. I have to select the save as .jpg file option every time I make any changes to an image file. Then I name the file. Hope this helps! Mark
While Old Guy was sitting in front of the TV, I figured out how to shrink the pics. They are attatched below. Remember, this was with the old engine (that fried 2 pistons....see "turbocharged mav" in the technical section). I just got the new engine built yesterday, and have been driving it around slow (no boost yet to speak of) to break it in some. Seems to be ok so far, some minor problems like a couple head studs leaking coolant, and a starter that hits the flywheel.
Size does matter for pics! Keep them under a 100k in .jpg format and they should work. If you still have problems, e-mail them over to me an i'll post them for you.
Scott, I had to fabricate everything, from the header to the downpipe. The maverick front end is so small even with the 302, it's hard to make everything work and still fit. Though, you see, it can be done. Turbo is from a '94 1/2-'98 powerstroke diesel (model TP-38), and makes around 10 psi max. Also, this turbo has no wastegate, which I'd like to have to limit boost, but I can live without it for a while. Basically there is a 88400 shorty header on the pass. side leading into a 2" pipe that crosses under the engine and blowing into the back of a custom-made manifold that attatches to the driver's side. The turbo mounts on front of the manifold. The hardest part of the whole thing was routing the exaust pipe under the car. The pipe runs right next to the oil pan, and right under the steering linkage. There's only about 3" max ground clearance, but you'll have to consider that it's not much worse than the long-tube headers were before, and that the car is lowered.
Do you need any type of fuel management to run that setup? I know with injection you have to run an fmu or something.
Not really. Basically, if you look real hard at a factory mechanical fuel pump, there's a atmospheric vent on it. You have to drill & tap that hole for a 1/8 NPT fitting, add a piece of hose to it, and connect it to either the bonnet or the discharge tube BEFORE the carburetor. That way, when the boost pressure rises, so does fuel pressure by the same amount. I'm still experimenting, but there are several enrichening devices you can go with....some use a high-pressure pump w/ boost referenced regulator, and add a auxillary fuel injector before the carb to richen up the mixture under boost, others (like me) use the secondary metering circuit on the double pumper to do the same thing. I've got a blown power valve right now, but I'll have to disassemble the carb and drill the PVCR's (power valve channel restrictions)out larger to accomodate the boost. Tonight, I stomped on it briefly, to see what kind of boost I could get at a "low" rpm safely, and it jumped to 12 psi @ 3500 rpm, and the rear end of the car started to dance. No detonation that I could hear, so I think it's getting close. I'm gonna lean out the primaries to get decent fuel mileage off boost, yet drill the pvcr's to allow more fuel under boost. It's not hard, yet a mistake can cost thousands in a fried motor, as I found out. Actually, if you think about it, all super/turbo charging does is send the engine "below sea level" for a period of time, therefore, you have to increase fuel flow accordingly. holley carbs are easier to work with, but it can be done with AFBs, E-brocks (which I ran before), and others...but they're harder and more expensive.
so....now that everybody knows that it can be done, who's the gonna be the first to add a turbo to a 144,170,200, or 250 inline 6? I have to be honest, with the little powerstroke turbo on the 302, it pulls more like a 514, even at part-throttle. The torque is amazing, and with the inherent torque capability of a straight 6, adding a turbo would be truly unique and awesome. I doubt anything special would have to be done, just build a turbo exhaust manifold, mount the turbo near the side of the block, and run the oil lines. I think the hardest part would be finding a carb to work. Of course, a holley would be easiest (a 350 cfm 2 barrell would work fine, but 500 would be better), but making it fit on the integral manifold would be a bear, unless there's some sort of adapter. You could also use a draw-through setup, where the carb is before the turbo, but that has it's own set of problems, especially with the turbo seals themselves. Surely someone out there has the resources and know how to do it...if you guys have any questions, let me know, I'll help as much as I can.
Good work with the turbo, and thanks for the pics, they are now on my hard drive for reference later. How does this work, a turbo on a carburated car is rare. How do you control the manifold pressure? The carburator is an open system. I can see the pipe on top of your carburator....If you are blowing air down the intake, would you not call this an extensive Ram air setup? I work with a bunch of turbo charged import guys here at work, and they are tripping on your setup, and curious how it works. They have never seen anything like it b4.
jeremy, I use the right foot for pressure regulation. Works great so far...but I will have to add something later on, like either pop off valve or wastegate to aid even more. It's real simple how it works actually....if you think about it too much, you'll never figure it out. The "hat" on top of the carb, it's just a over-rated ram-air setup. The carb has all of it's bowl-vents and air bleeds on the top of it, so the "hat" covers it all up, and when pressure builds, it basically increases atmospheric pressure. It does have a slight noticeable "bog" when pressure starts to build, but it's you forget about it real quick when the motor starts to rev. There's really not much to it, I learned more from Mike Sitar, a fellow who races an old Capri with a twin turbo 351w, and runs low 10's in the 1/4 @ over 130 mph. That car has sooo much more in it, it's not even funny how fast that thing will go when it's all lined out. Heres his site http://www.toohighpsi.com
Old Guy I'm sorry I didn't get back to you about the pyro. I have some major ISP problems lately. If you have some PSD turbo questions. I found the guys on www.thedieselstop.com forums are VERY helpful. They would be better at telling you where to put the pyro than I would. Russ
