Topic: Turbochargers

[sharpxmen]

Thanks.  FSM?

there's a link in the FAQ for downloading the Service Manuals - 91-95 is still available, get it while is there.

[sharpxmen]

there's a link in the FAQ for downloading the Service Manuals - 91-95 is still available, get it while is there.

sorry, i meant 94-95

[st.chevrolet]

So i just read through the thread.

I plan on gathering my parts and wanted to see what you thought

I am going to run only 5-6lbs of boost:

-psc1-002
-19# injectors (have them installed already)
-boost gauge
-air/fuel gauge

Questions-
Im going to use a td04 turbo from a wrx (got it free)
How would i turn down the boost? would an aftermarket wastegate do it?

Also Is the Hesco FPR necessary? Would it run well without it after tuning with the psc1?

Well the 19lb/hr injectors are a bit small I would think along the lines of 27-30lb/hr is what you will need to supply enough fuel. Sometimes the waste gates are adjustable, but i would look into the actual boost of your turbo. If it is 8psi or below i would just leave it where it is, mine is at 8psi but the only time it ever gets there is when i really Tac it up in high RPM. On a regular day of driving my turbo will not pass 5.5psi , but if you don't want it to be that high in boost a aftermarket waste gate will work to.
For the FPR i would run you jeep without it, and if it does not lean out on you then your in good shape without it. If not then i would spend the cash on the FPR.

[st.chevrolet]

So what do you think the overall price was to turbo your yj?

All said and done maybe 700 bucks, but remember though i did spend more then i needed to on some components such as steel braided oil lines lol.

[st.chevrolet]

Does anyone know the thread size for the oil pressure sending unit into the block?  I imagine this is where everyone is getting their oil feed line from and was looking to buy some lines for my setup. 

Sean, are you running a -3 line for the turbo?  -4?   I am going to be running a -10 for the drain which goes in at the back top side of the oil pan in line with one of the main caps to prevent it from rubbing on the crank when the crank comes around. 

I will shoot some links in another thread for my turbo build or maybe in this one but really need to know about the feed line right now so I can get that all taken care of.

Bought LS1 injectors off of ebay which are close to the same lb/hr that the cobra mustangs use.  something around 24# injectors.  If anyone needs a set I have 8 and obviously only need 4.

Also does anyone know the stock fuel pressure.  I dont have a gauge setup or the YJ in a running state that I can test what the stock pressure is at idle. 

Sharpxmen has already answered your oil pressure sender thread size and fuel pressure questions.

My oil feed line size is -04.
For the oil return line do not go any smaller than 5/8" ID, unlike the oil feed line the oil returning to the pan is in the form of foam and depends on gravity to flow back to the pan.
So the oil fitting on the pan must be welded on ABOVE the oil level in the pan. The oil return line must slant downwards until it meets the pan connection, no sharp bends. If you look on page 2, reply #23, 4th picture down you can see where I welded my fitting to the pan.

[lilbluej]

is there a noticeable performance loss with having the turbo mounted on the passenger side of the engine compartment?

i've heard that the closer to the exhaust the better. my goal is to get a quick spooling setup and i don't want any extra lag from having the turbo mounted in the wrong spot. on the other hand having it on the passenger side would require a lot less fab work. 

i need to build power quick for crap like this: http://www.youtube.com/watch?v=VC09e6jHhJ4

[PJSkot]

I have a T25 off a 97 Eclipse.  Its the smaller T25 I guess. Any ideas if this will work with the 2.5?  It looks pretty small.
THanks

[RickM97TJ]

I am new to this but I have 97 TJ 2.5 automatic with A/C that I am in the process of installing a turbo on. I aquired the turbo from a friend and after days of research and a website in the UK, I found my turbo is from a 1.8L Nissan. It is small but I am not looking for huge horsepower gains out of it. I just want to go up a hill on a freeway faster than 45mph. I already have bigger injectors, throttle body spacer, 4.0 throttle body, electric fan, accell coil, magnaflow exhaust, 33" bfg's and 4.11 stock gears. once I can figure out how to put pictures up I will, but for now the turbo is mounted sideways in front of the water pump with brackets I made. I should have most of it installed this weekend..

[sharpxmen]

I am new to this but I have 97 TJ 2.5 automatic with A/C that I am in the process of installing a turbo on. I aquired the turbo from a friend and after days of research and a website in the UK, I found my turbo is from a 1.8L Nissan. It is small but I am not looking for huge horsepower gains out of it. I just want to go up a hill on a freeway faster than 45mph. I already have bigger injectors, throttle body spacer, 4.0 throttle body, electric fan, accell coil, magnaflow exhaust, 33" bfg's and 4.11 stock gears. once I can figure out how to put pictures up I will, but for now the turbo is mounted sideways in front of the water pump with brackets I made. I should have most of it installed this weekend..

you should make your build thread in member's projects section - there's a lot of interest here in the turbos. good luck with your build and i'm looking forward to the pics and writeup.

[Vodkaman]

Here comes the question: - Recently I discovered that Throttle body in supercharger application stands before charger, but in all turbo setups it is placed after turbocharger. Why is that?

I started same thread on Jeepforumdotcom, no answer yet.

[jagular7]

What?

The throttle body (fuel injection setup) is the air inlet to the engine. In both situations, the air into the engine is compressed before going into the intake manifold. Whether a supercharger or turbo, the air comes through the throttle body, gets compressed, and then is forced into the intake. That is the basics of compressing the air before it gets into the cylinder.
In the old carburator setup, the air/fuel is compressed by the supercharger. Using a turbo, the air is compressed before going into the carb. Is this the situation you are talking about? Couple of specs - the carb is a mechanical air/fuel mixer, you don't want to compress air/gas with a turbo as the heat generated in the rotors would ignite the mix, cooler air mixture provides greater fuel burn which provides greater energy output.
Many put an intercooler between the output of the turbo to the intake manifold to gain the cooler compressed air. There are many variations of the supercharger and they can also use an intercooler. Many consider a turb a supercharger as its end purpose is to compress air. For a supercharger, the variances provides also are different driven, but many are belt driven off the front of the crank. Turbos are driven by the exhaust volume flow.

[sharpxmen]

What?

The throttle body (fuel injection setup) is the air inlet to the engine. In both situations, the air into the engine is compressed before going into the intake manifold. Whether a supercharger or turbo, the air comes through the throttle body, gets compressed, and then is forced into the intake. That is the basics of compressing the air before it gets into the cylinder.
In the old carburator setup, the air/fuel is compressed by the supercharger. Using a turbo, the air is compressed before going into the carb. Is this the situation you are talking about? Couple of specs - the carb is a mechanical air/fuel mixer, you don't want to compress air/gas with a turbo as the heat generated in the rotors would ignite the mix, cooler air mixture provides greater fuel burn which provides greater energy output.
Many put an intercooler between the output of the turbo to the intake manifold to gain the cooler compressed air. There are many variations of the supercharger and they can also use an intercooler. Many consider a turb a supercharger as its end purpose is to compress air. For a supercharger, the variances provides also are different driven, but many are belt driven off the front of the crank. Turbos are driven by the exhaust volume flow.

he's asking why the s/c has the t/b ahead of the compressor whereas the turbo has it after the compressor

there are instances where you want the t/b ahead of the turbo - for once, if you don't care of anything other than making power you can have the t/b ahead of the turbo - that will help spin the turbine up due to the vacuum created behing the t/b - it eliminates some of the turbo lag. some downsides to that is sucking in oil from the turbine oiling system, potential "ice" created under the t/b due to the high rpm of the turbine, less control once the t/b is closed - due to the vacuum the turbine will spin freely in the less dense air, once you open the throttle you'll experience a rush of air and a sudden spike in the power output, then it will slow its rotational speed due to the load put on the turbine - in some instances there is a throttle body ahead and after the turbo to control the effect of turbine free spin and still have the advantage of high turbine rpm in vacuum. with the mechanical driven supercharger, once you release the throttle the rpm goes down and with it the rotational speed of the s/c screws/lobs as well.

i think (but i'm not sure) that the t/b ahead of the turbo also creates some problems in controlling the turbo wastegate - that is actuated by the pressure created by the turbo and it controls a bypass valve to route the exhaust gases past the turbine.

EDIT: also the blow off valve would be impossible to control by vacuum
in street applications you will mostly see the t/b after the turbo

[Vodkaman]

Thank you, that is exactly the answer to my question. And now I see the point not to put TB before turbo - an oil in compressor side of the turbine! But if low boost setup is running, say, up to 0,5 bar, will it be an issue?

[sharpxmen]

Thank you, that is exactly the answer to my question. And now I see the point not to put TB before turbo - an oil in compressor side of the turbine! But if low boost setup is running, say, up to 0,5 bar, will it be an issue?

i think so. i only heard of t/b before turbo in high end applications like racing cars, Formula 1 cars (back in the day) and some high end sports cars. i'm not saying it cannot be done, but with the t/b after the turbo it is easier to implement.

[Vodkaman]

That is for sure, but BIG problems start exactly after everything is easily put on. Never read no thread ending up happily. In super charger setup, as they say, all you need to do after hardware installation - put computer in to learn mode, and enjoy. In turbo mods after installation you have to meet the endless screwing with fake electronic devices and injectors selection. May thats why there is no turbo kits on the market, I don't know.