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Author Topic: Turbo Charging a Mopar RB.  (Read 6900 times)

Steve

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Turbo Charging a Mopar RB.
« on: December 11, 2010, 08:01:42 PM »

I need some help with this.
 
I was thinking about sticking a turbocharger in the New Yorker.  That ought to get that sucker moving.
 
But I am having trouble finding a turbo to fill my needs.  I know what the CFM is and I figure 8 to 10 PSI will be the max for a stock motor.
 





CFM Selection Chart / Volumetric Efficiency assumed to be 100%


Engine

Maximum Engine RPM


C I D

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

6000

6500

7000

7500

8000

8500

9000


100

29

43

58

72

87

101

116

130

145

159

174

188

203

217

231

246

260


200

58

87

116

145

174

203

231

260

289

318

347

376

405

434

463

492

521


225

65

98

130

163

195

228

260

293

326

358

391

423

456

488

521

553

586


250

72

109

145

181

217

253

289

326

362

398

434

470

506

543

579

615

651


300

87

130

174

217

260

304

347

391

434

477

521

564

608

651

694

738

781


325

94

141

188

235

282

329

376

423

470

517

564

611

658

705

752

799

846


350

101

152

203

253

304

354

405

456

506

557

608

658

709

760

810

861

911


400

116

174

231

289

347

405

463

521

579

637

694

752

810

868

926

984

1042


425

123

184

246

307

369

430

492

553

615

676

738

799

861

922

984

1045

1107


450

130

195

260

326

391

456

521

586

651

716

781

846

911

977

1042

1107

1172


500

145

217

289

362

434

506

579

651

723

796

868

940

1013

1085

1157

1230

1302


525

152

228

304

380

456

532

608

684

760

836

911

987

1063

1139

1215

1291

1367


550

159

239

318

398

477

557

637

716

796

875

955

1034

1114

1194

1273

1353

1432


575

166

250

333

416

499

582

666

749

832

915

998

1081

1165

1248

1331

1414

1497
 
According to what I can find, a 2.5" pipe will handle the flow, of course, a smooth inside will be used, probably stainless.  My exhaust is 2.5".
 
POLARACO2010-12-12 01:04:02
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Stitcherbob

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firedome

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Turbo Charging a Mopar RB.
« Reply #2 on: December 12, 2010, 09:08:02 AM »

How about a supercharger. Easier plumbing and more low end power, which
is where you want it on a car like that. Just get one off a Park Ave or
Bonnie SSI.

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Leaburn Patey

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Turbo Charging a Mopar RB.
« Reply #3 on: December 12, 2010, 09:18:00 AM »

Contact "FEETS" over on the Dock.
Along with his 72 imperial,he has a 65 Belvedere tiwn turbo 440 car.
Maybe he can give us an insight.
 
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Steve

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Turbo Charging a Mopar RB.
« Reply #4 on: December 12, 2010, 11:57:23 AM »

[/QUOTE]

I know Bob.  I saw this.  But as I understand from what I have been reading, I need to boost through the carb.  Not under it, unless I'm mising something.
 
Rog
I thought about it.  I can turbo for 1/3 the cost and accomplish almost the same thing.  I also have more flexibility in location.
 
Thanks Lea. . .   I'll do that
 
 
POLARACO2010-12-12 17:01:06
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Jason Goldsack

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Turbo Charging a Mopar RB.
« Reply #5 on: December 12, 2010, 12:04:24 PM »



How about using a set-up from a turbo Tran Am?


1965Windsor3612010-12-12 17:11:11
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Jason

(Eileen)1965 Chrysler Windsor, 361/727/2.76 16.49 @ 86 mph

Steve

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Turbo Charging a Mopar RB.
« Reply #6 on: December 12, 2010, 12:15:09 PM »

I looked at that. . .   It's configured wrong for me to install it.  Also, I hear it has turbo lag because it's too big.  I want something small.
 
I don't get what he did to that 440.  If you look at the exhaust manifold,  he has a down pipe and has the turbo attached to the exhaust manifold.  I was going to feed all through like a diesel.  Every car I've seen, so far, feeds all the exhaust through the turbo.  He must have some insight on something.  I'll ahve to read the articles on that 440.
 
POLARACO2010-12-12 17:21:26
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Steve

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Turbo Charging a Mopar RB.
« Reply #7 on: December 12, 2010, 12:17:03 PM »

I wonder if I can flip the exhaust manifold over.  Hey Lea. . .  Check that out for me.
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Jason Goldsack

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Turbo Charging a Mopar RB.
« Reply #8 on: December 12, 2010, 12:32:18 PM »

I was just thinking of the part for the carb.. you would certainly have to upgrade the turbo for the 440...




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Jason

(Eileen)1965 Chrysler Windsor, 361/727/2.76 16.49 @ 86 mph

Steve

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Turbo Charging a Mopar RB.
« Reply #9 on: December 12, 2010, 12:56:38 PM »






 
 
This is a pretty clever idea.   MMMMMMM   Has tons of possibilities.  That solves Location nad with all that pipe going to the front, you won't need an intercooler.  Lord knows there's tones of room in the back.
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Turbo Charging a Mopar RB.
« Reply #10 on: December 12, 2010, 01:13:47 PM »

Quote from: POLARACO





 
 

This is the way to have turbo lag to the max. Granted that once the system pressurizes and all that, I am sure the extra length to get back to the engine could be enough to up the boost without heat dissipation, which is why an intercooler is needed above about 7psi.
 
The 440RV is way inefficient. The carb could be moved over to the left in the picture and have more room undermeath. looks like it is restricted a bit, and yes, this design does the turbo lag problem.
 
Steve, can you EFI the engine for fuel management?
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Steve

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Turbo Charging a Mopar RB.
« Reply #11 on: December 12, 2010, 01:33:54 PM »

I've been reading about guys that went to a Commander 950.  I'm sure it's been improved since my last one 4 years ago. . .
 
I just hate like hell to invest in a carb and rebuilding only to have nightmares.
 
POLARACO2010-12-12 18:41:58
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firedome

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Turbo Charging a Mopar RB.
« Reply #12 on: December 12, 2010, 04:26:01 PM »

Garrett T-4?





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Steve

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Turbo Charging a Mopar RB.
« Reply #13 on: December 12, 2010, 04:41:46 PM »

MMMMMMM
 
That's the problem.  I don't know what these "T's" mean.  And allot of sites don't give enough information in laimans terms for me to understand it.  This new Metric sizing system is not something I ever learned.
 
Thanks Rog, let me go chase that lead down.
 
POLARACO2010-12-12 21:42:15
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Turbo Charging a Mopar RB.
« Reply #14 on: December 12, 2010, 07:37:59 PM »

It's not hard to turbocharge a 440. If a knucklehead like me can do it, any preschooler can. :)




I ran twins on my 65 Belvedere. It was a little easier to package twins instead of a single in the tight early B engine compartment. I later moved the engine back to get me even more room. The photo above shows the engine after being moved back.

I have stripped that stuff off the hot rod and will be moving it to my 72 Imperial once the hot rod sells.

I get my turbo stuff from Dave at Majestic Turbo in Dallas. I've been dealing with him for more than 10 years. www.dallasturbo.com
There's a good chance that I will slide the turbos under the back of the Imperial to keep the engine compartment as uncluttered as possible.

My turbos are too small for a high power car. Each compressor will handle 500 hp worth of air but the hot sides are a little small. I traded the high horsepower flow for quick response. My car has always been a street car so I didn't care about ultimate performance. It worked beautifully. The turbos would spool by 2600 rpm. I could have 8 psi by 2800 rpm and 17 psi by 3200 rpm. The most I ever put down was 657 hp and 742 tq at the wheels.
The engine at that time was stock with a cheapie Summit rebuild kit, stock 452 heads, a 474/483 cam that I designed, and an 800 Holley. I had rigged a little rubbing alcohol injector that started spraying at 4 psi boost.
After going to the Edelbrock heads, EFI, and big injectors, I never turned the boost back up. I kept it on the 8 psi wastegates.

My turbos are considered hybrids. The compressors are Garret T4 60 trim housings with 60-1 wheels. The turbines are Turbonetics T3 Stage III wheels with Stage III .96 A/R housings. I would consider them the smallest turbos you'd want to run on a 440. My first attempt used smaller turbine housings. The engine would not turn over 4800 rpm on the dyno because of the exhaust restriction. I stepped up two sizes with the .96 housings and it pulls hard to my 6200 rpm limiter. No doubt these housings are maxed out at that rpm. That's perfect because my HP peak is 5700.

I would definitely do things differently for a race car. Something similar to these would be great on a C body.
Run 10 psi on a stock engine with a 3.23 gear and 2800 converter and your New Yorker would easily be a low 12 second car. Best of all, you would enjoy stock street manners, a quieter exhaust, and nobody would know you had 'em.


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