Turbocharged 345?

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JohnnyC

JohnnyC

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Hey guys it's been a while since I was last on, life has been everchanging.

My question is... Does or has anyone on here successfully turbocharged a 345?

I'm currently in diesel school and I'm going to start a rebuild on my 345 shortly.

Are there any opinions on this idea???
P.s. If the opinions are disrespectful keep to your self!:yesnod:
 
With enough time and $$$ you can accomplish just about anything.

The question really becomes what's the point?

I suppose if you lived in denver and spent a lot of time going back and forth over the divide a turbo might be helpful, particularly if you were going over the hill at max gvwr. But in a typical light line vehicle I am thinking a turbo is just so much expensive bling--nice to look at but not very practical in application.

We are talking about a relatively slow revving truck motor. I frankly don't see how shoving more air into an sv engine is going to make any real improvements.

If you were talking about putting a turbo on a non-turbo diesel engine I can see the value. But on an sv, not so much.

Just my two cents worth.
 
Ground boosting aside adding a turbo is a good way to get power from 1800 - red line.

The trick with any turbo application is looking at expected max power output/hot gas flow and not over estimating. Never use the typical displacement charts given by outfits like garrett.

I am using a garrett gt 25-54 trim on my 152 project. Look it up on garrett's sight for there recommended displacement. Will handle conservatively 250-270 hp. My 152 will make around 200 @ 4500 rpm and have 7# above ambient pressure by 1800 -2000. Highway cruise rpms of 2500 will allow 10+ with out down shifting.

Just don't see any reason not to do it..

Also very important to be conservative with timing. Take out 1 degrees of relative timing per pound (2 in/hg) of boost above 34in/hg. It can be accomplished with a boost retard mod to your vacuum advance diaphragm or a msd ignition box with boost retard capability. Your choice.

Lots of opinions regarding head gaskets. Stock and felpro pt blue gaskets will take 10 # in the right hands. Detonate it once and kiss them goodbye. Don't expect to hear it at wot and peak boost levels.

Configure your setup for draw through carburation unless you have webers or delortos with enough tunability. Draw through will want to max out at 8 pounds due to the inability to run an inter cooler. However the fuel in the air stream acts to cool the air charge to safe levels.

Many other considerations so when you are serious and in the build/tuning phases post up and I'll clue you in on where to start.
 
My first question mr. Kenny is where can I find the draw through plenum. I've looked all through the internet/ebay ect... But cant find one. I fyou could point me to one that would be greatly appreciated.
 
Draw through plenum will need to be speced to your carb of choice. Most build one as each configuration is specific to the application.

I'm building all of my parts and expect you to have to do the same.

You might get lucky and find some obscure application that will work.
 
Robert,
how far along are you on that 152 turbo project? After I get past some personal commitments by mid-October, into the garage goes the 1980 ic196 for its lung transplant. I see what you are doing (and probably agree as to the "why"), but I'll be taking a somewhat different approach. Your thoughts....

First, I can't get this thing to run without popping back through the carb, so I am resigned to yanking the head and having a valve job done - or at least strip the (*^**& thing and find out what's probably sticking. Mayben's given me the low-down on doing that (question: I went through my 1975 factory manual and am wondering - what is the installed height of the valve springs supposed to be? I see "test height", but that's for checking spring pressure?)

once head done and surfaced, and new felpro gasket in place....

Have a 152t exhaust manifold setup that does bolt up the the 196 nicely. Since the original 152t setup was a trw "b" flow, and it spooled at around 2,000 rpm, that probably won't be desirable on a 196, which passes about 34 c.I. More gasses in the working ranges I'm looking at (1,800 to 3,500 rpm). I have a trw "f" flow on my bench (I had a corvair at one time). That should Keep the boost tip-in about the same, possibly a bit higher (ok by me). Carb is via the '65-66 carter yh, so there are jetting/tuning possibilities here. Will be able to retain the hot-air choke setup. The first couple of feet exhaust piping downstream from the turbine housing is the 2 1/2" pipe, then will neck down to the 2 1/4" used for the sv v-8s (engine back will be same as a v8 Scout, which shouldn't really impose much backpressure, according to macinnes and my experience with my corsa).

The original 152t setups would boost around 7 lbs, which is respectable (I could get 9 lbs out of my stock '66 corsa).

Goal is to have boost available when necessary while pulling grades around here in the sierras. Limit to 7-9 lbs., and available premium pump gas. Nothing wild.

This May seem "caveman", but remarkably, this looks almost "off the shelf" if you have some of the original 152t manifolding and corvair parts. Fabbing the adaptor for the carb to compressor housing looks easy, and programmable ignition is "btdt".

I'm looking at having this thing at least drivable and on the road by spring.

You posting pics of your progress?
 
Mark, when you build your engine/turbo deal I'll share all of the detail. Till then my project is a behind the proverbial black curtain.. I will however post rolling road/hp detail like I said I would.

I already own every part I need and not one is IH. The old turbo can't move enough air to get out of it's own way.

I'll make you a deal though. When you finish your deal we can chose a place and see which is quicker et on the 1320... Then at the big end I'll let you poke around and take every picture you want of my lowly 152.

Nothing personal but there are to many guys that just want to be given the answers and not have to spent the enormous amount time and money it takes to do it right. This is not my first rodeo and it won't be my last. Can't wait to hear how your turbo project turns out.
 
Robert,

I never saw this as a contest of any sort! I've been out of high school 40 years now!

Re: old technology. I've run turbos on my corvair and I understand the fact it is "old" technology, but it does work. I have no illusion that what I am putting together will work. (and will work mucho better with a more modern programmable crank-fire system). I am not after screamin' horsepower, just after proving a 196 can be made to work about as well as a 304, but without the excess weight!

Now....will it "beat" your 152? Probably not, and I could care less if it will, because that isn't what this is all about, or shouldn't be all about! I will be glad for your success, and am looking forward to seeing it.

I'm only after turbo'ing the IH four-banger, be it 152 or 196 (I had an early, and many lates, my latest long-term retirement project is a 1980 w/196), and doing it in a simple, and effective way, and one where I won't have to re-engineer every part of it and devote endless hours of tinkering to get it to work well. I don't have that kind of time or $$$.

I've had this thing a year now and have never driven it, finally got it titled, and being one of those "gummit" workers on furlough, financially I've taken the hit and that's kept me from getting to this thing. But now I'm turning the corner....:icon_wink:

as I move along with resurrecting this vehicle and get it roadworthy (simultaneously putting this stuff on it), I'm happy to feed you progress reports. That's what pm's are for and I welcome feedback.

pietz@sebastiancorp.net

Hmmmm.....running for pink slips. What would I do with another old Scout? :rolleyes5:
 
Perfect... Then I can consider this case closed.

Till some one posts up some real progress and due dilagence regarding forced induction this thread is locked. Post a build thread of your own but don't get pissy if I choose not to ahead of time. If some one is bold enough to start this type of project they should be ready to learn the dos and don'ts.



Mark pietz said:
Robert,

I never saw this as a contest of any sort! I've been out of high school 40 years now!

Re: old technology. I've run turbos on my corvair and I understand the fact it is "old" technology, but it does work. I have no illusion that what I am putting together will work. (and will work mucho better with a more modern programmable crank-fire system). I am not after screamin' horsepower, just after proving a 196 can be made to work about as well as a 304, but without the excess weight!

Now....will it "beat" your 152? Probably not, and I could care less if it will, because that isn't what this is all about, or shouldn't be all about! I will be glad for your success, and am looking forward to seeing it.

I'm only after turbo'ing the IH four-banger, be it 152 or 196 (I had an early, and many lates, my latest long-term retirement project is a 1980 w/196), and doing it in a simple, and effective way, and one where I won't have to re-engineer every part of it and devote endless hours of tinkering to get it to work well. I don't have that kind of time or $$$.

I've had this thing a year now and have never driven it, finally got it titled, and being one of those "gummit" workers on furlough, financially I've taken the hit and that's kept me from getting to this thing. But now I'm turning the corner....:icon_wink:

as I move along with resurrecting this vehicle and get it roadworthy (simultaneously putting this stuff on it), I'm happy to feed you progress reports. That's what pm's are for and I welcome feedback.

pietz@sebastiancorp.net

Hmmmm.....running for pink slips. What would I do with another old Scout? :rolleyes5:
Click to expand...
 
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