got my turbo delivered

[Morgan]

First Issue:
Limit Engineering in Lake Havasu, AZ should be able to refurbish that turbo for you. John does a great job and stands behind his work.

http://www.limitengineering.com/

Second: a .63 a/r exhaust housing would be a better choice for your application. John can set that up for you too, a housing usually runs about $100 or so.

Hope this helps,
Morgan

[ June 16, 2003: Message edited by: Morgan ]</p>

[99redcamaro]

<blockquote>quote:</font><hr>Originally posted by nocutt:


There isn't any "right spec" fo rthe 3800S2...you get a t3 you will be making FULL boost before 2200RPMs...you get a hybrid t3/t4 you will start making boost at 2200 RPMs and FULL boost before 2900RPMs...this is of course with an auto, with a manual the boost threshold will be much lower...with a small T4 you will be looking at usable boost at around 2700 RPMs and FULL boost at about 3300-3500 RPMs...your choice! IMHO you can get the best of best world with a hybrid t3/t4 because they have the most interchangeable trims in the garrett family...<hr></blockquote>

thanks
i was looking at ebay and i found this
http://cgi.ebay.com/ebaymotors/ws/eB...tem=2418744712

is this ok??
thanks again

[nocutt]

<blockquote>quote:</font><hr>Originally posted by 99redcamaro:


thanks
i was looking at ebay and i found this
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=33742&item=2418744 712

is this ok??
thanks again<hr></blockquote>

Yep there you go...or you can go to www.turbobuick.com and get a cheaper deal...hmmn you are local too...if you want I can rebuild it for you all you will have to pay is for the rebuild kit...just another option, don't mind me... :D

[fred slawson]

Morgan thanks for the website. 63AR with an 84 trim = 500+hp. Man I see what Tiago meant by not even spooling the 1.32AR. What a monster turbo. I plan on calling this outfit after I wake up this afternoon. Just got off work.

[Morgan]

Fred-- if you call sometimes John's wife will answer (nice lady). To put your turbo in perspective, I'm running a T66 P-trim with a .82 a/r exhaust housing in my new combo; my sig below was the old combo that used a TE62 w/.82 a/r which made good HP in a 3600+ lb car. ;) .

Red99Camaro: Do you ever hit the Donut Derelicts car hangout at Adams and Magnolia on Saturday mornings? That's right in your neck of the woods...

Regards,
Morgan

[nocutt]

<blockquote>quote:</font><hr>Originally posted by Morgan:
if you call sometimes John's wife will answer (nice lady). To put your turbo in perspective, I'm running a T66 P-trim with a .82 a/r exhaust housing in my new combo; my sig below was the old combo that used a TE62 w/.82 a/r which made good HP in a 3600+ lb car.

<hr></blockquote>

NICE!! I am opting for a TA49/50 or just get turbonetics H-trim with the stock .63 a/r (GN turbo)...I am contemplating if I should mess with the turbine wheel. I start getting usable boost @ 2300 RPM without loading the converter...
I am curious with that setup you had to use a higher stall converter right? What else as you eloquently put are your "bolt-ons" *wishing badly I had just one of those :( *

My relative took out his 28 lb injectors on his '87 put in some 30lbers... I don't remember if the fuel pressure was dropeed or upped regardless the freaking engine gained almost 20HP from this "bolt-on"...dyno proven...now that really sucks...well blows I guess :D

[ June 17, 2003: Message edited by: nocutt ]</p>

[Morgan]

Nocutt--

The old combo was: the TE62 pulling air from a K&N cone behind the headlight, a stretched GN i/c in the stock location with cooling fins bent by the "rock group" known as "2x4 and The Road Debris", six 55# injectors, a Walbro 340 in-tank pump with a Bosch in-line, OEM fuel lines, adj fuel regulator, custom chips thanks to my son's godfather, and a 3200 stall 9" converter. Max KR was usually 1-3* on a shift (2-3 shift is done manually) with O2s at 800mv at 28-29 psi boost. I had hopes the combo would go 123 MPH with more tuning & boost but it was not to be, as the motor began losing compression on #6. :mad:

The new combo is the T66, a big front mount i/c, 72# injectors, ported heads and fairly good sized cam on a girdled stock block with J&Es.

[ June 18, 2003: Message edited by: Morgan ]</p>

[nocutt]

<blockquote>quote:</font><hr>Originally posted by Morgan:
Nocutt--

The old combo was: the TE62 pulling air from a K&N cone behind the headlight, a stretched GN i/c in the stock location with cooling fins bent by the "rock group" known as "2x4 and The Road Debris", six 55# injectors, a Walbro 340 in-tank pump with a Bosch in-line, OEM fuel lines, adj fuel regulator, custom chips thanks to my son's godfather, and a 3200 stall 9" converter. Max KR was usually 1-3* on a shift (2-3 shift is done manually) with O2s at 800mv at 28-29 psi boost. I had hopes the combo would go 123 MPH with more tuning & boost but it was not to be, as the motor began losing compression on #6. :mad:

The new combo is the T66, a big front mount i/c, 72# injectors, ported heads and fairly good sized cam on a girdled stock block with J&Es.

[ June 18, 2003: Message edited by: Morgan ]<hr></blockquote>

[img]graemlins/burnout.gif[/img]
may I ask what your CAM specs are? just curious

...and this things are still streetable...I love turbos :D

[fred slawson]

Hey Morgan, called limit engineering and talked to a guy named Bill. He told me that in the tangentialy divided housing all that was available was either a .59 or .70 exhaust housing. I will be packing up the turbo and shipping it to them shortly. When asked which exhuast housing would be best he said it depended on the wheel trim that I have. So I wil let the pro decide the issue. He also suggested the 3" V-band option which I will take.
Anyway thanks Morgan for steering me to the shop. It sounds like you are putting together one scary ride, good luck to you.

[Morgan]

Fred-- glad to here it worked out!

nocutt-- 212/212 on a 112 LS. After seeing how well the heads turned out I considered going to a 218/218 but (a) I already had the 212/212 cam/matching springs/lifters all set aside and ready to drop in, (b) didn't want to hold up the project any further, and (c) didn't want to shift the PB up too much since my dear wife drives the car fairly regularly on both the street and track (her best pass before the compression problems began was 11.50 at 117 with a 15 psi launch off the foot brake. She cut a .504 light on that pass.) Her directive was simple: "You can make the car as fast as you want, but I still need to be able to drive that thing to work with the A/C on. No fancy starting instructions, no laptop BS, no transbrake or any of that crap, no nothing. Just turn the key, stick the car in DRIVE and go, got it??"

My response? You married guys say it with me: "Yes, dear..." ;)

[nocutt]

<blockquote>quote:</font><hr>Originally posted by Morgan:
Fred-- glad to here it worked out!

nocutt-- 212/212 on a 112 LS. After seeing how well the heads turned out I considered going to a 218/218 but (a) I already had the 212/212 cam/matching springs/lifters all set aside and ready to drop in, (b) didn't want to hold up the project any further, and (c) didn't want to shift the PB up too much since my dear wife drives the car fairly regularly on both the street and track (her best pass before the compression problems began was 11.50 at 117 with a 15 psi launch off the foot brake. She cut a .504 light on that pass.) Her directive was simple: "You can make the car as fast as you want, but I still need to be able to drive that thing to work with the A/C on. No fancy starting instructions, no laptop BS, no transbrake or any of that crap, no nothing. Just turn the key, stick the car in DRIVE and go, got it??"

My response? You married guys say it with me: "Yes, dear..." ;) <hr></blockquote>

Good lord I envy thou :mad:
Yeah my next plan hopefully is to shift the PB up some with a cam...and lighten the valvetrain...the main problem...FWD tranny just plain out SUCKs...very nice setup...I need to find the best grind...the stockers seem to be holding boost fine...for now :D