Building a Better Turbo Motor

And we're getting ready for some serious turbo time here in the horsepower shop. Later today, we're gonna try to shake the walls of that dyno Cell with a small block beast that I predict makes 900 horsepower. Now, if you saw us last week, you know what I'm talking about. If not,

don't sweat it.

We brought back our old 92 LX Mule Poni as home for a new engine project.

A 382 cubic inch small block that all started with the World Man O war cast iron block that we filled with a crow

crow, Molly forge crank

billet rods,

forged aluminum pistons and roller cam

on top. We bolted up some trick flow CNC machine race heads

and went with prow again for solid roller lifters, pro Molly push rods and shaft mounted rockers.

The intake manifolds, a two piece set up from trick flow and defeat it

an F 90 throttle body from ACU

plus 160 pound bosch injectors.

So with the compression ratio of 8.5 to 1, this motor has been optimized for this. It's a turbo system that was put together for us by the guys at Hellion power systems. Now, the heart of the system is this 88 millimeter y2k turbines

turbo. Now, it features a 3.5 inch f 189 turbine wheel that uses a ceramic ball bearing technology. They have a patent on. Now, it comes in a mid size frame which will give us lightning fast spoiling and it can produce up to 50 p si

now, Joe may be getting a little conservative in his old age, but I think this setup is going to make well over 900 horsepower.

We won't know till we get the motor loaded on the dyno Cart. So we can assemble a turbo on

these Bassani shorties have inch and five a primaries

and two inch collectors.

They were recommended by the guys at hell

to keep our headers snug. We're using stage eight header bolts along with the lock washer and the retaining clip.

The small size of our headers are going to help make a lot of exhaust pressure to sufficiently spin the turbo. Now they're mounted backwards because the whole system is going to be mounted on the front of the engine. Now, this pipe assembly here bolts to the headers and it's got a flange that's welded on to it for the turbo to mount to and also a place for the waist gate.

Technically speaking, a turbo system is a positive feedback loop which means of course, that exhaust from the engine causes the turbo to spin, that forces more air into the intake of the engine, creating more exhaust. And

that makes the turbo spin faster now without some way to regulate that process. Guess what

the engine blows up? Of course, that's where the waist gate comes in. Now, this RG 45 is the latest from turbines

and it's designed for trouble free maintenance.

Inside the investment steel housing is a floating valve seat that also serves as an inlet seal and well, Flan now inside the waist gate right here is a spring like this that opens a diaphragm at a certain P SI level. And well, we've got springs with different P SI ratings. Also see the set screw here, you can turn it to adjust the preload to suit your needs. You'll see how that works in a minute.

The waist gate needs to be mounted between the headers and the turbo.

We'll just fit it up loosely for now,

the turbo boats up next on its Flans using a crush gasket supplied in the kit,

then oil feed and drain fittings for the turbo housing.

Now, this air to air intercooler is custom fab by Spiro

for Hallion

and can handle 1000 plus horsepower.

All right, with the piping loop completed, we're ready to install this Godzilla blow off valve from turbines.

Now, this thing has a 45 millimeter stainless steel valve assembly that offers us plenty of surge protection. Now, what this means is as you come off the accelerator and the throttle body closes the turbo still making boost through the pressure side of the pipe.

Now, this valve allows that excess pressure to escape. So when you get back on the throttle, you don't have a bunch of turbo lag to worry about.

Now, we're ready to hook up the down pipe to the turbo.

Then the oil filter

royal purple breaking oil is ideal for a new motor like this.

Then we need to prime it and you can pretty much tell when it's fully primed by the sound of the drill motor with a coat of lock tight anise.

We're trying out a set of Denz

Iridium racing plugs.

Ok? I got the bronze gear on this MS D pro billet and it's ready to go in.

Now, you probably heard this before, but the cast iron gears that come on. A lot of these distributors are fine for flat tad cams. They're made from the same material, but that's not the case for the roller.

Yeah, roller is made of hardened steel which will destroy a cast gear. Now, a couple of things happen as it were,

it actually chips the material off of the teeth and that goes into the engine. Now, once all the teeth are gone, you don't have anything to spin the oil pump, you lose oil pressure and the motor gets destroyed. So just make sure you use a composite or a bronze gear to avoid those problems. Good advice. Now, after we get this thing clamped down,

we can throw on these MS D plug wires and then show you how we control the fuel injection and set up like this. Yeah, we're just a few steps away from firing up this turbo motor and making the most horsepower this Dino's ever seen. So, make sure you stick with us 1000. Huh? I

think it'll do a little more.

We'll see.

Almost ready, Mike. Oh, I'm getting anxious.

Hey, welcome back to the horsepower

dyno Cell. We're just a step away from firing up our turbo stang motor and making the most horsepower our dyno has ever seen now, it doesn't matter how many pounds of boost you can make or how many cubic inches you have the most important thing to make a big power with a combination like this is a precise tune.

So that makes the fuel injection controller the most important component.

And for that, we got in touch with a company that's been putting theirs in some of the fastest heads up race cars in the country

like the one Ken Rainwater uses in his turbo charged outlaw Mustang running the eighth mile and the 4.5 2nd mark on alcohol.

And now the same company, high performance controls has a new version for gasoline one that helped Shane Stacks, Monte Carlo become a top competitor in the limited street class.

We use uh inputs from the engine engine speed mount of fold, pressure throttle position.

And uh we take those uh uh

numbers and feed them into an algorithm

and do a lot of calculations on it and decide how much fuel to put in the heart of the system. Is this MF I controller box that mounts in the car to protect it from the elements.

But here

in a dyno cell, we're just gonna mount it up on top of our workstation.

In addition to several sensors, it has a connection for the main harness

at switch 12 volt source and the ground to speed up the process. We let Allen and his business partner, Patrick Johnson handle the tuning process on their laptop.

Now, this is a painstaking process to get the precise air and fuel mix for the entire RPM band.

We're making our pump gas pulls with 26 degrees of timing and our RPM sweep will be from 2500 to 6000.

Really nice that the very nice.

This is crazy, buddy. Check this out a 93 octane off the shelf parts. We just made 988 horsepower, 939 ft pounds of torque. That's amazing. Absolutely amazing. And this is going in a street car that's gonna be one heck of a ride. I can't wait to drive this.

That's gonna be fun.

Yeah, but we ain't done yet a little more timing, a

little more boost and some of the C 16 race fuel, 100 17 octane, by the way.

Now, when we see four digit horsepower,

what do you think

to monitor the engine's boost? We had to get a transducer from DTs.

We installed it in our red box. Now, what the transducer does? It takes a pressure, converts it to a voltage so that Dino's computer can recognize it. Now, Allen is gonna advance the timing on his laptop through the MS D box two degrees

and we'll adjust two more degrees using the distributor

1051 horsepower,

968 ft pounds of torque

to adjust your boost. We have to adjust the spring pressure in the waist gate

loosen up the jam nut,

turn the set screw in small increments,

then tighten your jam nut

in case you're wondering exactly what boost does in an engine is it pressurizes the intake? So when the intake valve opens, you're forcing air and fuel into the cylinder, making a lot more compression and a lot more horsepower

in a normally aspirated motor. When the intake valve opens, the piston only sucks the air and fuel in. You're gonna have a lot less compression and a lot less horsepower.

Here we go.

That's insane. 1110 horsepower, 1039 ft pounds of torque. And that's in our dyno cell. If we had more cool air running over the inner cooler, like out on the drag strip, this motor would have made more power. Plus we're being really conservative. Once we get in the car, we can add more boost, more timing and more fuel and our little mustangs and run like a wild stallion.

Well, hopefully we'll find out in a few weeks. I still can't get over the fact that this little small block made almost 1000 horsepower on pump gas with off the shelf parts that you can get out of the summit catalog.

Well, now, I guess you're ready to see what this thing is gonna look like inside the mustang and you will next week, that's after we call in some favors from some of our power block pals to build up the roll cage, which wouldn't be safe with a motor like we got, plus the inside of the car needs some tin work to fill in the rear area.

Well, although we can't take our mustang to the track today, we still can take in some heads up racing

and we're going to do it down in South Georgia right after the break.

Holy cow. Look what we found down in South Georgia,

out in the middle of nowhere. A modern cool circle track

and on the other side of the grandstands, a newly renovated drag strip

and, well, you know, with the economy, the way it is,

you gotta do what you can to pay expenses.

We're about ready for the first burn out though.

Now, if you run in one of the two heads up classes, well, like outlaw 10 5,

you better bring a high price hauler for your quarter million dollar race car. A lot of tools and enough extra parts to stay in the race.

Oh, and don't forget to bring enough bodies along to do all the work in the pits.

Yeah. Running with the big boys takes some pretty big bucks.

Now, this time we're going to feature the

Oska outlaws who race on a seriously low budget, the index racers racket racing. No competitive and exciting.

Or you be the judge.

Ok. They've got three different classes in this

Orsa series with three different target. ETS.

Let's focus on the one in the middle 60,

we just call it an all out race except you can't go 599.

Yep. You got to go for a six second, eight mile run without breaking out.

Of course. There are double breakouts and this is where the lesser offender wins.

Sounds simple. Well, many of these 60 races are won by

thousands of a second.

A lot of the race was won right at the tree. If you can't leave with him, you can't outrun

Mike Strickland loves the fact that he could build and run his mustang for less than 25 grand and have a blast without breaking parts.

I run it three years in the n

each class and never spend a dime on it.

All I had to do is just routine maintenance.

Or a motor Mike went with a 555 Chevy big block.

The best way I found is running it on motor

and build enough motor to go faster than the index and back up to it.

In addition to a good car, decent motor and great reaction times. Part of the secret is the right tune up for the crack.

When you get your tune up, you've got to believe in it and run it out the back door and

see what it does when it doesn't give you enough to catch your opponents. Well, there's always that bottle in the back.

That's the bump around button. That's the catch up. If you get behind,

that's the emergency button,

you might be out front right there at the end and you think, ok, I've got him.

So you lift it a little bit and then he's got a button over here

and he, he hits it on you and he goes right around you. Blane. Aldridge runs a clean stock looking Buick

Grad National powered by a GM 572 big block

during Saturday's qualifying rounds. Blane achieved an index racers equivalent to a hole in one. A perfect 6000,

we were too slow

and then we were too fast and then finally on that run

just, you know, lucked up and hit

it. The crew got a hit today.

So allow me to make two points here. First race outings are supposed to be fun.

Well, these crew members know that

and second most middle aged white guys look pretty silly trying to dance at a drag strip

but go dance around the fact that winning is still the big deal, no matter what class you're running

and we'll see them all run for the money and the glory of a championship.

When we come back,

we're back and guess what? We're down to two cars and all of the seven clashes of this outlaw shootout in South Georgia. See what happens

Ford driving a Chevy Camaro will figure that beat Terry mclendon in the 70.

James Williams grabbed his 1st 60 win of the year with a 6023 while his opponent broke out

and

Larry thy

another first time winner in 50 running a 5010

it modified street Brian Murphy set a record in qualifying and brought home a win with a 542

in easy street. Steve Jackson made it three in a row even after an unexpected switch from a blown motor to a nitro percent

Lodico

charge the motor up

just like we do just about every motor Thursday night. We put the nitrous motor in this thing and made a hit. Didn't get down track.

Will stood, will stood all night Friday night, first round of qualifying the first time it went down the track. So

he uh we normally get down the track pretty good. So

we gotta keep this combination for a long time. I don't know, we were just arguing about it. We don't know what we're thinking about building a turbo.

Here's the closest race of the day in limited street Ke Sabo

beating Shane Stack by 3/1000 of a second

outlaw 10 5 winner, Kim Lich. Just may be thinking of breaking his own record of 434. Sometime this year. I think we're gonna need some cooler air. It was a little hot this weekend, but I think I think we can do it later on the year. Definitely,

maybe some twenties in the forecast

man with an engine like he's got Tim can easily get in the four twenties. Now, if you're looking for an affordable engine for your daily driver, check out these new pace pack, Chevy three fifties. Now these completely new engines are rated at 290 horsepower, come with four bolt mains and a two year 24,000

1000 mile warranty. Now, fully dressed versions come in either black chrome or gray for just over 3600 bucks and that includes the shipping. Now, if you're looking to repower an older vehicle, but keep it stock looking pace performance also offers this version for just over three grand.

Hey, there's a good radio station.

If you're going retro with your street rod or muscle car, gotta go all the way, including the radio.

This USA 630 is the latest from custom auto sound

and it features all the things you'd want in a modern radio, like USB port for your MP3 player and inputs for anything else you wanna add up front. You got complete control over the CD, your ipod. You name it.

Now they custom modify each one of these to fit specific vehicles. This one goes in a 55 Chevy.

How much money?

Well, how does 230 sound?

I've been using a RP bolts ever since I started building engines. Now there's a way to order a long term supply and keep them in a handy, good looking place.

Now, their cabinets come with four drawers fully loaded and organized with a diagram under each lid so you quickly can find what you need.

A

P offers four different versions of this. Ours came with 12 point bolts ranging from a quarter inch to 7/16. For more information on us. Go to Power Black tv.com.

Well, that does it this week at horsepower. I hope to see you next week.