Back to the turbo.
Was practically brand new the guy said... I decided to tear it partially apart and clean it and inspect, also mic the impellers to see what I was working with.
Next issue, lines.
Spent a bunch on some nice lines, feed and return
First off, I was going from T25 to T3 turbo... Had to buy an adapter to mate the turbo to the manifold.
Secondly, Chrysler just HAD to put their own t3 flange on their stuff. Its CLOSE, but will not bolt up... All the holes have to be re-drilled and casting ground for the heads of the bolts to sit.
Got everything so it would mate up. Slapped the turbo on and my heart sank.
You may not be able to tell but the oil drain was several inches LOWER than the port on the engine.... Knowing there are virtually NO manifold or headers available for these cars I wanted to give up. I didn't want to run a oil pump for something so simple. I also didn't want to fab up a new adapter to position the turbo different.
Also, the exhaust port hit damn near into the block.
Sitting inside on ebay looking for a new header or some way to solve the issue I had an idea. Flip the turbo 180 degrees so the exhaust side was on the pass side, and intake, was now on drivers side, then re-clocking both housings of the turbo and center section so the oil ports were oriented correctly again.
Went out and tried it and it was looking very promising, Only real visual issues was the fact that the turbo was now WAYYY forward, and that the exhaust port was shooting directly into where the radiator would sit.
BUT, the turbo was high enough that it was several inches above my oil drain! I could deal with the rest!
So off moving the rad forward. There was no way the stock fan was going to work. I was going to need a slim 10 inch fan.
Then my buddy hit me up and GAVE me an old flex-a-lite 12 inch fan that was VERY slim.
I don't have many pics really of the new turbo on, but here is one. That red piece is some of the stock intercooler pipe welded on at almost a 90 degree angle of the turbo collector JUST so I could start the engine and see how the turbo worked without melting my radiator hose.
I was very nervous as the turbo was Very tight. Stopped spinning as soon as you flip the wheel with your hand and let go. Ebay seller assured me every turbonetics turbo that was new felt like that.
So I got the rad in, next issue was the exhaust.
Come to find out the hard way, Chrysler ALSO has their own swingvalve housing bolt pattern. (downpipe housing)
Its 5 bolt just like all the others but every hole is slightly different location.
Come to find out I only found ONE COMPANY that made a new housing for that crysler style bolt pattern, it was 200 bucks!
Now with lines, turbo and housing I have 900 wrapped up in just the turbo!
Now to cool it.
This fan puts out more air than the stock! I was going to run a 10 inch, then run a motorcycle 8 inch fan on the bottom right corner of the rad, don't think I will have to now, this cools just fine. Also I may add another fan later on as you aren't going to have efficient heat transfer for your condenser with air being moved across 50% of it!
Dual fan will help a/c standstill performance a lot.
Bummer, go out and I have 4.5 inches from turbo outlet to frame mount.
And a 3inch to 2.5 inch converter pipe and a 90 degree bend have to fit there! Not good!
Unfortunatly I had gotten GAS for my welder a few days after this so I was using nasty flux core wire for my welds.
Pipe will be shorter in time, but for now this is what im running. I was get some sort of flange to put on the bumper cover for the pipe to run thru
Yes I know the fender needs replaced LOL
Interior disaster before today
That pretty much brings it to current build point. I spent ALL day cleaning out the interior and putting it back together. I will get another update with more pics tomorrow
89 355 s10 blazer
94 sunbird, 2.0 turbo 5spd getrag swap
Turbonetics turbo, intercooler, E85 20psi