Turbocharged

FI Spyder · Postby **FI Spyder** » 14 May 2009 19:43

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by Marko
[br
but the sprint conversion costs a lot of money
<hr height="1" noshade id="quote"></blockquote id="quote">

Depends were you are. In UK etc. they're as cheap as borscht. Over here they're as rare as hen's teeth where as you can pick up a good Buick V-6 and transmission for $500 to $600 for drop in with John's Cars kit.

TR7 Spider - 1978 Spifire - 1976 Spitfire - 1988 Tercel 4X4 - Kali on Integra - 1991 Integra

zekow1 · Postby **zekow1** » 14 May 2009 21:40

Hi Guys
I have also been looking into this TURBO 2.0L
A friend sent me this .Tell me what you guys think??
http://www.ststurbo.com/
I am seriously thinking of doing it
IF I can finish the rebuild
anytime this century
Have Fun Be Safe

FI Spyder · Postby **FI Spyder** » 14 May 2009 22:38

People do have concerns about blowing headgaskets with turbochargeing given the engine has been known to do that in less than perfect cases. For an increase in HP you could look to going to 9.25 to 1 pistons, especially if you need a rebore anyway.
put on 4-2-1 headers and K&N type filters, SU carbs if you must, and a slightly hotter cam. If you really want a HP boost go to a cheap Buick 3.8 litre V-6 with about 235hp or so. Dime a dozen in the states (I know of one here with tranny for $600 on a 3K motor). $600 for bolt in kit and for $1200 you got more power than a souped up Rover V-8 with added benefit of better weight distribution. If your going to mod the car may as well go whole hog.

TR7 Spider - 1978 Spifire - 1976 Spitfire - 1988 Tercel 4X4 - Kali on Integra - 1991 Integra

Marko · Postby **Marko** » 14 May 2009 23:37

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by zekow1

Tell me what you guys think??
http://www.ststurbo.com/
<hr height="1" noshade id="quote"></blockquote id="quote">

that's just ignorant. they may have a nice webpage.but someone obviously slept at their thermodynamics course.

turbochargers work by the cycle named after certain mr Joule (yup thats the guy you cursed on your elementary school physics) and you don't want to let all of you exhaust gassed to cool before feeding the turbocharger. routing 3 m of exhaust tubing to the back of the car , than again routing 3m of intake tubing ( thats high pressure tubing on a turbo) back to the engine.

Not to mention that you would need a calendar to measure the turbo lag because of all of that piping.

ps , what happens to a hot turbine housing when its splashed with water from tires or a puddle ?

Workshop Help · Postby **Workshop Help** » 15 May 2009 00:10

Not that I'll be doing this to a very good running car, but just for conversations sake, let me ask; Since our Z-S carburetors operate on engine vacuum for drawing fuel up past the needle along with the incoming air draft, what would be the effect of the compressed air from a puffer or turbo puffer? Would the increased air volume and velocity increase the fuel drawn up from the bowl to maintain the stociometric balance of around 14.7 to 1?

I have always thought the increase in air volume being stuffed thru the intake manifold would require a forced amount of fuel from the pump. Would someone kindly educate this poor ol' soul?

I thank you.

Mildred Hargis

PeterTR7V8 · Postby **PeterTR7V8** » 15 May 2009 01:58

The more vacuum you have then the more fuel is sucked in but the speed that a carb can deliver fuel will have it's limits so a bigger carb may be recommended. At the least you would need to tune with the correct needle/jet to get the correct mixture. An EFI system with high pressure fuel delivery would just adapt as far as I understand.

Never say die. At least not while you're still breathing.

jclay (RIP 2018) · Postby **jclay (RIP 2018)** » 15 May 2009 02:28

Marko · Postby **Marko** » 15 May 2009 10:34

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by Mildred
let me ask; Since our Z-S carburetors operate on engine vacuum for drawing fuel

<hr height="1" noshade id="quote"></blockquote id="quote">

carburetors draw fuel trough the drop in pressure trough the venturi tube inside , by passing of air trough the velocity of air increases and the pressure drops(that mechanism draws fuel from the carb reservoirs). the carbs are usually in front of the compressor side of the turbocharger, so they operate in vacuum not in boost. as you can see on jclay's picture , from right to left we have carb-turbo- intake manifold. the air is metered and fueled before its compressed.

300bhpton · Postby **300bhpton** » 15 May 2009 15:27

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by Marko

[quote]Originally posted by zekow1

Tell me what you guys think??
http://www.ststurbo.com/
<hr height="1" noshade id="quote"></blockquote id="quote">

that's just ignorant. they may have a nice webpage.but someone obviously slept at their thermodynamics course.

turbochargers work by the cycle named after certain mr Joule (yup thats the guy you cursed on your elementary school physics) and you don't want to let all of you exhaust gassed to cool before feeding the turbocharger. routing 3 m of exhaust tubing to the back of the car , than again routing 3m of intake tubing ( thats high pressure tubing on a turbo) back to the engine.

Not to mention that you would need a calendar to measure the turbo lag because of all of that piping.

ps , what happens to a hot turbine housing when its splashed with water from tires or a puddle ?
<hr height="1" noshade id="quote"></blockquote id="quote">
To be fair a lot of people have seen some very good numbers with STS kits. Lag has always been one of my questions but owners/drivers of such setups seem to say its not an issue.

Also how much piping is there really between a regular turbo outlet and the intake manifold when you run an intercooler? I suspect its not all that different.

As for durability, we'll there are guys running these on Camaro's, Mustangs and Vettes as daily drivers, so guess they much be getting something right.

Beans · Postby **Beans** » 16 May 2009 00:28

I read an article about a Peugeot 205 with a rear mounted turbo, and it seemed to perform pretty well.
Great thing about mounting the turbo at the back is that it doesn't get as hot as when it is mounted directly to the engine.
Lubrication is a bit of a challenge ...

<center>

1981 TR7 FHC Sprint (better known as 't Kreng)
1981 TR7 DHC (now completely dismantled)
Also a 1980 TR7 DHC, 1980 TR7 DHC FI, 1981 TR7 FHC
http://tr7beans.blogspot.com/</center>

zekow1 · Postby **zekow1** » 16 May 2009 02:01

All legit concerns .
I have talked to an installer He informed me that we could use the exist pipe already on the car minus the mufflers.
Then placing the turbo just after and on the side of the tire bulge.
The return would be the same as a TR8's all the brackets and holders are already there.
They keep telling me there is no more lag than on my Volvo 740 turbo wagon ( Which I have been driving since 1990 and it has 170,000+
Now cost:
A turbo T3/T/4 can be picked up for a hundred or sol
piping just get a tr8's Hundred fifty??
some connectors to the EFI and some welding.
Oh!! lets not forget the connector to the oil . They run for about thirty five bucks, just twist it in under the Oil filter .
An afternoon in a Muffler shop ,maybe a Day?
1)Less work ,
2)Less Moneys,
3) Fast( don't have to wait till next year )
and as long as I use it as a daily driver
and not race the sucker ,
WHAT? , I'm I nuts

PeterTR7V8 · Postby **PeterTR7V8** » 16 May 2009 03:22

http://www.jaylenosgarage.com/video/vid ... id=1091203

They have a look at the STS turbo setup at Jay Leno's Garage and it seems to work. I don't understand how they have minimised the lag but I'm a turbo noob. Sub-noob actually.

Never say die. At least not while you're still breathing.

Beans · Postby **Beans** » 16 May 2009 09:15

<blockquote id="quote">quote:<hr height="1" noshade id="quote">Originally posted by PeterTR7V8

...I don't understand how they have minimised the lag ...<hr height="1" noshade id="quote"></blockquote id="quote">
The key to that is backpressure built-up between the engine and the turbo. So no free flowing exhaust.

<center>

1981 TR7 FHC Sprint (better known as 't Kreng)
1981 TR7 DHC (now completely dismantled)
Also a 1980 TR7 DHC, 1980 TR7 DHC FI, 1981 TR7 FHC
http://tr7beans.blogspot.com/</center>

nadg63 · Postby **nadg63** » 16 May 2009 10:30

For turbo fun I think I'll stick with my Subey Impreza, personally, with the TR, cannot see the reasoning behind stressing an already iffy engine by puttung a turbo on it!?

On the lag, even with an Impreza you can make these very laggy - a friend fitted a huge Garrett to his for 'run what you brung' drag meets, great for doing a quarter mile but on the road was a pig to drive, could read a book waiting for it to boost up! (but still no where near as laggy as I remember a friends RS500 Cosworth Sierra being back in the good old 80's, that thing was tuned for 500+ bhp and came onto boost like the proverbial light switch, very scary in the wet!) The cure was to fit a smaller Garrett which made it a much nicer car to drive - and quicker.

frankman · Postby **frankman** » 18 May 2009 09:30

Hi Marko - here you can see the cylinder head B202 16V

Here you can see the Manifold from 900II Turbo

Hello from Switzerland

Frank

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