Lets talk twin turbo on V6's

[DatSRBoi]

I been reading around. But what size turbo ISSS THE recommended size for a daily driving stock internal 3.0 litter V6? Im only looking to put out 5 PSI max. And any pictures of how they run down two turbos into one manifold?

FYI- I dont care if Im low boosting. Just a new idea that I WILL achieve. I know it cost money, I didnt say its going to be a one night stand.

[Sebas007]

Maybe it will not helping you but...did you verify how the Supra TT is made....I know that it's a L6 in it but the pattern for the TT should be the same ?? I will try to find better pics for you.



An other link on an old big block engine TT....I've not found any small block V6 TT

http://www.hotrod.com/techarticles/engine/buick_v6_turbo_block/photo_01.html

I been reading around. But what size turbo ISSS THE recommended size for a daily driving stock internal 3.0 litter V6? Im only looking to put out 5 PSI max. And any pictures of how they run down two turbos into one manifold?

FYI- I dont care if Im low boosting. Just a new idea that I WILL achieve. I know it cost money, I didnt say its going to be a one night stand.

[gLok]

I haven't done the numbers for a twin setup but you could probably make some good power with leftover turbos. Such as turbos from factory boosted cars like EVOs, DSMs etc etc.

Since you can make good enough power with a single turbo and keep the design more simple, it's the preferred way to go for transverse FWD V6's IMO. I'd love to see a twin turbo 1mz, 3mz or anything of the sort i just think it's more work than it's worth.

[Turbosolara]

its like psssssssssssst ..................BOOM.

you are very likely do not have room for the twin turbo setup. even just for a single turbo is tough already. however, if you can find someone with awsome welding skill and knowledge of turbo set up, you might able to make it. that just my opinion btw, might not be true.

low psi need smallass turbo such as the turbo offer from the burien turbo kit for 5sfe applications. that is the smallest turbo i ever known (i am sure there is a smaller one, but i dont know what are they). supra TT used about T3 sized turbo, which roughly 15psi would be optimum boost

[DatSRBoi]

its like psssssssssssst ..................BOOM.

you are very likely do not have room for the twin turbo setup. even just for a single turbo is tough already. however, if you can find someone with awsome welding skill and knowledge of turbo set up, you might able to make it. that just my opinion btw, might not be true.

low psi need smallass turbo such as the turbo offer from the burien turbo kit for 5sfe applications. that is the smallest turbo i ever known (i am sure there is a smaller one, but i dont know what are they). supra TT used about T3 sized turbo, which roughly 15psi would be optimum boost

I already know the turbo will be small, I know I dont have allot of room already. Single turbo are better idea but eh Im trying something new. I definatly Know Ill be low boosting... But one thing for sure, Im not doing this to the solara.

[jhenty]

i like where your heads at. The only challenge really is the space you have to work with, the rest is mostly simple.

[Fletch]

Sorry to be a stick in the mud, but you know it will be a very difficult project, especially the ECU A/F side of it. May I suggest a Gen2 (or whatever the '88-'92 Supra is).

[DatSRBoi]

Sorry to be a stick in the mud, but you know it will be a very difficult project, especially the ECU A/F side of it. May I suggest a Gen2 (or whatever the '88-'92 Supra is).

Oh no no no no Its not for the solara.

[Node]

Well, if you want to keep it cheap you can run some DSM turbos. I ran TDO4-HL twins on my 3.4L 5VZFE V6 and they hit 8 psi at about 2700 RPM. If you go with the smaller GenIII Mitsu turbos you should have boost at about the same point.

On the stock internals though 5 psi through an intercooler is probably putting a hurt on the MZ.

Email me for some pics if you want to see the manifold layout.

[---CAMRAZY---]

Well, if you want to keep it cheap you can run some DSM turbos. I ran TDO4-HL twins on my 3.4L 5VZFE V6 and they hit 8 psi at about 2700 RPM. If you go with the smaller GenIII Mitsu turbos you should have boost at about the same point.

On the stock internals though 5 psi through an intercooler is probably putting a hurt on the MZ.

Email me for some pics if you want to see the manifold layout.

Speaking of which, where is the AXEL CARRIER BRACKET I paid for a few months ago?? Jim, if you are not going to send it.... just refund me my money.....


Milt...

Here is my paypal for the refund..

miltdoggie@yahoo.com

[crispone]

You know, I really think the better option would be stay normally aspirated (gen 2) and get a good flow/port job, bump compression a half-to-3/4 point, re-work the headers/exhaust.... have someone trick the tranny valving, etc... run a higher stall Art Carr modded converter, and then tune it right with the CP-e tuneable....

I suspect there is a high-200 number out there with these cars without hurting driveability and reliability too much, and still keep it within several grand.

Turbos bring about so much complexity in terms of injector, timing, gain curves, etc, etc.... to tie into a stock ecu/harness system and stand alones get really costly. (Not to mention the week links all over the system that will need "bumped up" just to HANDLE the increases.... and trying to work on the REAR turbo in a twin setup on a transvers V6? Seems NUTS to me....)

Besides.... the PLUMBING is REALLY gonna get tricky, cramped, HOT, and COSTLY with a full-blown induction system on one of these.... me thinks.

Anyway.... someone needs to breathe on a N/A gen 2 real hard and report back.... maybe I'll do it in a year or two....


-crisp

[DatSRBoi]

You know, I really think the better option would be stay normally aspirated (gen 2) and get a good flow/port job, bump compression a half-to-3/4 point, re-work the headers/exhaust.... have someone trick the tranny valving, etc... run a higher stall Art Carr modded converter, and then tune it right with the CP-e tuneable....

I suspect there is a high-200 number out there with these cars without hurting driveability and reliability too much, and still keep it within several grand.

Turbos bring about so much complexity in terms of injector, timing, gain curves, etc, etc.... to tie into a stock ecu/harness system and stand alones get really costly. (Not to mention the week links all over the system that will need "bumped up" just to HANDLE the increases.... and trying to work on the REAR turbo in a twin setup on a transvers V6? Seems NUTS to me....)




Never said it was going to be easy nor reliable.

Besides.... the PLUMBING is REALLY gonna get tricky, cramped, HOT, and COSTLY with a full-blown induction system on one of these.... me thinks.

Anyway.... someone needs to breathe on a N/A gen 2 real hard and report back.... maybe I'll do it in a year or two....


-crisp

[DatSRBoi]

You know, I really think the better option would be stay normally aspirated (gen 2) and get a good flow/port job, bump compression a half-to-3/4 point, re-work the headers/exhaust.... have someone trick the tranny valving, etc... run a higher stall Art Carr modded converter, and then tune it right with the CP-e tuneable....

I suspect there is a high-200 number out there with these cars without hurting driveability and reliability too much, and still keep it within several grand.

Turbos bring about so much complexity in terms of injector, timing, gain curves, etc, etc.... to tie into a stock ecu/harness system and stand alones get really costly. (Not to mention the week links all over the system that will need "bumped up" just to HANDLE the increases.... and trying to work on the REAR turbo in a twin setup on a transvers V6? Seems NUTS to me....)


Besides.... the PLUMBING is REALLY gonna get tricky, cramped, HOT, and COSTLY with a full-blown induction system on one of these.... me thinks.

Anyway.... someone needs to breathe on a N/A gen 2 real hard and report back.... maybe I'll do it in a year or two....


-crisp

Never said it was going to be easy nor reliable.

[crispone]

You know, I really think the better option would be stay normally aspirated (gen 2) and get a good flow/port job, bump compression a half-to-3/4 point, re-work the headers/exhaust.... have someone trick the tranny valving, etc... run a higher stall Art Carr modded converter, and then tune it right with the CP-e tuneable....

I suspect there is a high-200 number out there with these cars without hurting driveability and reliability too much, and still keep it within several grand.

Turbos bring about so much complexity in terms of injector, timing, gain curves, etc, etc.... to tie into a stock ecu/harness system and stand alones get really costly. (Not to mention the week links all over the system that will need "bumped up" just to HANDLE the increases.... and trying to work on the REAR turbo in a twin setup on a transvers V6? Seems NUTS to me....)


Besides.... the PLUMBING is REALLY gonna get tricky, cramped, HOT, and COSTLY with a full-blown induction system on one of these.... me thinks.

Anyway.... someone needs to breathe on a N/A gen 2 real hard and report back.... maybe I'll do it in a year or two....


-crisp

Never said it was going to be easy nor reliable.

Hey, that's cool.... go for it.... you have my support.

-crisp

[Node]

Speaking of which, where is the AXEL CARRIER BRACKET I paid for a few months ago?? Jim, if you are not going to send it.... just refund me my money.....


Milt...

Here is my paypal for the refund..

miltdoggie@yahoo.com

I left you voicemail message today and PMed you, I had no idea you had not recived it yet. Im so sorry I have been out of reach. Again, im sort of the third party here. I will be happy to send you aother one or personally refund your money (watever is better for you). I can overnight another bracket to you. I really want to help, just let me know what you want me to do.

Jim