[quote]Originally posted by David J. Harrington:
<strong>My problem was that when I sold my original k26, i left the adapter to fit the compression jointed water line.

Dave</strong><hr></blockquote>

Dave,

I doubled checked my parts bin and my original turbo that I replaced with yours. The compression fitting is no where to be found. I don't recall it being on the turbo I picked up from you.

That turbo has been holding up very well BTW, thanks! I'm getting close to deciding on an SDS system as well, interested in seeing what results the stock turbo will yield with higher rated injectors.

Cheers,

Steve Cooper

 

Steve, thanks for the reply. It was actually not the turbo I sent you. I had another k26 from garrity that I sold. It was on that one. Maybe I will email the guy and see if he still has it.

Thanks,
Dave

 

Dave,

I've posted this image before, but it's buried in threads loing since gone cold. Here's why I needed to swap out turbos in the first place. The PO had neglected to use the bolt that secures the flange supporting the turbo body to the engine block. Vibration took it's toll over time.

 

Yikes, I had forgotten that you had replaced you turbo under those circumstances. That really looks ugly. I am glad that the turbo is working well for you.

Take care,
Dave

 

Dave,
What was the story with the turbo you sold Steve? Was it a stock K26? Just curious, I hadn't though about selling mine if I replace it. What is a reasonable price to ask for a stock turbo with 110k on the OD?

 

Doc, the turbo I sold to Steve was the original k26/6 from my car. It had 104000miles (something like that) on the clock, and had a rebuild around 2000 miles before I sold it. Now that aftermarket turbo's cost have come down alot (within the last year or so, with the addition of TEC and SFR selling new turbos for our application), I wouldn't ask more than $200, but I would expect you could get that if it doesn't have much play, etc.

Dave

 

Dave,

Thanks for all the info. Oh yeah, one question nobodies answered is WHY they chose TEC and Gerrett.

What was your reason?

 

Doc-
I chose a Garrett for several reasons. I didn't want to get a KKK because they were designed roughly twenty years ago. The newer turbo models have been designed more recently, more importantly, using computers, which are a must for modelling the physics of an propeller spinning over 100,000 RPM. Also, I chose the T04E-54 based on the map and the kind of power that I am looking for (I don't care if I get fast spool-up, I just want a lot of flow at upper RPMs). Finally, I chose TEC based on the fact that the turbo is not really a hybrid (since the exhaust housing is cast specifically for our application) and the price. At the time, however, SFR had not started selling their Garretts. Had they been, I probably would have purchased from them to help support a great vendor for our vehicles. However, I couldn't be happier with my purchase.
I hope this information helps.

Have a nice weekend everyone,
Dave

 

Dave,

Did you have to change anything else, i.e. chips, MAF injectors etc.?

Ideally, I'd like to stick with what I've got i.e. test pipe, Lindsey dual port waste gate, manual boost contorller, Autothourity Stage II Chips and stock injectors, fuel pump and regulator.

 

This is semi off topic but along the same general lines. I am building a motor with the following options

104 mm sleeves
JE pistons 8.5 cr
garrity head
pauter rods
72# injectors
DTA engine management

So it comes to basiclly a 2.5 liter with a wider bore that is now a 2.7
I was wondering what some of the experts would recommend. I was thinking a to4e with a 60 trim but was told once or twice that was small. I am trying to get between 400-500hp

 

Talk to Jason at TEC, he'll fax you a turbo matching spread sheet and then come back to you with a recomendation. That's what he does all day long and they're pretty busy with repeat customer's. By the way, don't rely on the accuracy of compressor maps that are availible on the web. According to Jason they are nowhere near current. He'll give you a flow volume and efficiency at the pressure ratio you are shooting for for the turbo he's working-up.

 

at steve cooper
&lt; The PO had neglected to use the bolt that
secures the flange supporting the turbo body to the engine block. &gt;

which bolt exactly is this ? you mean the smal one tht is hiden and bolt on the engine and the exhasut pipe that comes out of teh back of the turbo?

Now I am worying since I do not use this one in my car

Konstantin

 

I just got off the phone with both TEC and Autothority, they BOTH tell me everything will work.

The turbo I'm considering is the (TEC) TE-350K ($850) which they claim will make approx. 340rwhp @ 14-18 psi boost, and will work with the stock MAF, injectors, fuel pressure regulator and fuel pump. (all very important to me) All they say is needed is to have the chips re-mapped and according to Autothority, they can do this no problem for $100.

This sounds to be EXACTLY what I was shooting for, I'm just curious if anyone else has done it and if so, what were the results.

 

[quote]Originally posted by Doc:
<strong> 340rwhp @ 14-18 psi boost, and will work with the stock MAF, </strong><hr></blockquote>

You mean stock Air flow meter? I dont think 340rwhp is acheivable with an air flow meter....................

 

Another problem is that the stock injectors will be pushed to their limit at around 290-300 hp. In regards to using the stock fuel pressure regulator, I would get an air/fuel meter to make sure you don't run lean under load.

mlwagar

86' 951 Red, Huntley Racing Chips, MBC, SFR 3" Exhaust. (TEC Garrett T04E 54 trim on the way.) <img src="graemlins/beerchug.gif" border="0" alt="[cheers]" />