Need More Power?

[48mirage]

How about a turbo setup for your 230?  http://www.ebay.com/itm/Dodge-230-6-cyl-flathead-turbo-system-Power-Wagon-/321108710580?pt=Vintage_Car_Truck_Parts_Accessories&fits=Year%3A1950%7CMake%3ADodge&hash=item4ac39214b4&vxp=mtr#ht_102wt_1130

 

Somethimes you just can't get enough.

[Tim Keith]

That is interesting.   It would be different, I wonder if anybody has built a turbo 230 with that setup.

[TodFitch]

I wonder why the seller states it is only for the 230. Manifold bolt pattern is the same on a 218 or even a 201.

 

Interesting concept and other than a possible height issue for the air cleaner, looks like a very straight forward install.

 

Just imagining what the Plymouth Club judges would be saying.

[Robert Horne]

I was reading on a Jeep forum, that the Jeep guys are using a Super charger setup on the inline 4.0 engine.

 

The super charger they are using, is from the small GM 3.8 engine......

[Plymouthy Adams]

I would be concerned over the routing of the exhaust pipe as it is apparent it has to come from the front of the engine..turbo typically have a 3" exhaust also so bending and mounting a pipe this size is going to be tight and will place your exhaust right on top of the fuel pump on the cars due to cross member design of the frame..am sure that may be a factor he did not disclose...of course personally I would not be concerned with a stock fuel pump so it is probable a workable  setup..for anyone here that may be interested...consider this issue and also the height as mentioned by Tod

[48mirage]

I am guessing that the turbo described came from the twin turbo T-bird 4 cylinder engine of '83.  Even if it is from the later V6 motor these were higher reving motors and full boost doesn't come into play until you get to the higher rev's, much higher than our flatties are designed for.

 

I would like to see one put into service and the numnbers that go with it.

[Plymouthy Adams]

I am guessing that the turbo described came from the twin turbo T-bird 4 cylinder engine of '83.  Even if it is from the later V6 motor these were higher reving motors and full boost doesn't come into play until you get to the higher rev's, much higher than our flatties are designed for.

 

I would like to see one put into service and the numnbers that go with it.

 

 

good point and one that I did not consider in  my blurb above..my turbo cars did not come on until you hit some 3200 rpm and it was like hitting a switch..,,also the boost was computer controlled for x time at full then regulated to a constant lower pressure for maintaining speed..

 

so..is there a turbo setup that would be better at the lower RPM's like from a Diesel..never gave it any thought in the past,,how about them big huge turbos that are on those big engines that at full throttle run 110RPM..how do they work? lotsa squeeze maybe..then you can go back and get the early Buick turbo and have lag city...

Edited April 16, 2013 by Plymouthy Adams

[Dave72dt]

Before electronic controlled fuel injection, the farm diesel equipped motors had a govenor built into the injection pump which would limit  the fuel delivery valve.  They ran without waste gates.  By changing how much fuel they had access to would change the psi boost you could get.  It wasn't uncommon when maxing the engine  at night to see exhaust stacks glowing red and a blue flame out the top.  I'm guessing the newer stuff all runs waste gates and controlling them well is the secret to reducing the lag.

[Merle Coggins]

Turbo design has more to do with the output boost pressure and CFM than how high your engine is running. By creating a smaller opening between the exhaust inlet and the turbine wheel the exhaust flow will speed up through the restriction and will spin the wheel faster. A faster spinning compresser wheel will produce more output air flow, and more flow equates to higher boost pressure. A waste gate is used to limit turbo boost pressure by opening the gate and allowing exhaust gasses to bypass the turbine wheel, and thus limiting the turbo speed. Many modern turbos have variable nozzle rings, or vanes, that will change the exhaust back pressure and exhaust gas velocity at the turbine wheel so that they can make good boost through a wider RPM range.

[Don Coatney]

Does pinching off the exhaust to spin the wheel faster also restrict the volume of air flowing through the engine?

[Merle Coggins]

Does pinching off the exhaust to spin the wheel faster also restrict the volume of air flowing through the engine?

 

Yes, to a point, but that's all part of the design for a given engine. That's why the variable geometry turbos are so popular now, at least on diesel engines. This allows higher boost at lower RPM without adding too much restriction at higher RPMs.  

[Plymouthy Adams]

VNTs are the norn today..(variable nozzle turbo)  turbo is the only substitution to cubic inches..as it robs nothing from the engine to make power unlike a blower or supercharger...computer control has make this the cats meow as has the new technology in transmission shifts, (no bands) and 8-6-4  VDEs where one does not really feel the loss of each set of cylinder...craaaaazy smooth

[Don Coatney]

Wonder why turbos are not used on top fuel dragsters. Superchargers only

[1941Rick]

Its all about lag....no lag with superchargers as compared to a turbo.......top fuel engines defy the laws of physics anyway.

[Plymouthy Adams]

Don...as I said..Turbo is free HP..the supercharger on a top fuel dragster will take some 900 horses just to drive it at full pressure...

[martybose]

Don...as I said..Turbo is free HP..the supercharger on a top fuel dragster will take some 900 horses just to drive it at full pressure...

Not really free, as there is significant back pressure and you lose the tuning effect of header length, which is always sacrificed for shorter run length, but I agree that you don't lose anything like the 900 HP number for a fuel motor's blower ......

 

Marty

[randroid]

Don,

 

I'm still waiting for the "Sarcasm" font.

 

-Randy