2.3T hp and torque figures??? Quarter mile times?
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2.3T hp and torque figures??? Quarter mile times?
We've just about got my buddy's 2.3 turbo
motor together and ready to go into his '76
Pinto sedan body. Wondering if anybody here
could give a knowledgeable and educated
estimate of the rear wheel hp and torque we're
likely to achieve with this combo? Also what
kind of quarter mile times could we expect-
assuming that the thing can be made to hook
up??
Here's the basic specs:
The block and crank assembly was from a
low-mileage '87 T-bird Turbo Coupe
- std rods and mains on the crank and
standard bore cylinders.
Pistons are 8 to 1 forged J.E. flattops on
stock length Crower rods
Cylinder head is an "out of the box" unported
Esslihger aluminum head and matching Esslinger
"turbo-spec" hydraulic roller cam
The turbo is a Turbonetics T3/T4 hybrid with
a 50 trim compressor wheel and a .63 A/R.
Cold air intake to the turbo is via a short upward
turned 90 degree 3 1/2 inch diameter silicone
rubber elbow on the mouth of the turbo,
connected to an oval 12 X 14 X 3 inch tall K&N
filter that goes through the hood, and is covered
by a 2 1/2 tall external air box on top. that is in
turn fitted with a 1963 Ford "Super Duty" Heavy
truck hood scoop assembly on top of that .
Hot air exits the compressor and passes
through 2 1/2 inch diamiter aluminum duct
pipes to a front mounted 18 X 24 X 2 1/.2
inch thick core intercooler from a John
Deere turbo-diesel industrial engine and
then back through more 2 1/2 diameter
duct pipe, to the intake manifold
The intake manifold is a 40Bob welded "inline"
intake with 70mm throttle body and no EGR.
Exhaust consists of a Stinger header - with the turbo
exhausting into a 3 inch diameter downpipe, connected
to a '24 inch long X 3 inch inlet & outlet & 3 inch
through the core', straight through diesel resonator,
connected to about 30 more inches of 3 inch diameter
tailpipe.
The injectors are 75 lbs/hr Delphi units, batch fired
and controlled by a Megasquirt II with EDIS
Ignition is the aforementioned crank triggered
Megasquirt EDIS unit firing an MSD coil pack and
9 mm MSD spiral-core wires
The fuel system consists of a Holley "blue" pump
drawing fuel from the tank and feeding into two
Bosch 044 high-pressure pumps running in parallel.
The rest of the fuel system consists of full 1/2 inch
diameter fuel line from the in-tank pick-up all the
way to the fuel rail.
The drivetrain consists of a T5 5-speed tranny from
an '87 T-bird Turbo Coupe going to a 4.11 geared
8 inch rear with Traction-Loc. Curb weight of the
Pinto is 2360 lbs. Street tires are fairly sticky
205/45 and 245/45-16 Pirellii P700'Zs with a pair
of 26 X 8 -15 Hoosier slicks for the track.
motor together and ready to go into his '76
Pinto sedan body. Wondering if anybody here
could give a knowledgeable and educated
estimate of the rear wheel hp and torque we're
likely to achieve with this combo? Also what
kind of quarter mile times could we expect-
assuming that the thing can be made to hook
up??
Here's the basic specs:
The block and crank assembly was from a
low-mileage '87 T-bird Turbo Coupe
- std rods and mains on the crank and
standard bore cylinders.
Pistons are 8 to 1 forged J.E. flattops on
stock length Crower rods
Cylinder head is an "out of the box" unported
Esslihger aluminum head and matching Esslinger
"turbo-spec" hydraulic roller cam
The turbo is a Turbonetics T3/T4 hybrid with
a 50 trim compressor wheel and a .63 A/R.
Cold air intake to the turbo is via a short upward
turned 90 degree 3 1/2 inch diameter silicone
rubber elbow on the mouth of the turbo,
connected to an oval 12 X 14 X 3 inch tall K&N
filter that goes through the hood, and is covered
by a 2 1/2 tall external air box on top. that is in
turn fitted with a 1963 Ford "Super Duty" Heavy
truck hood scoop assembly on top of that .
Hot air exits the compressor and passes
through 2 1/2 inch diamiter aluminum duct
pipes to a front mounted 18 X 24 X 2 1/.2
inch thick core intercooler from a John
Deere turbo-diesel industrial engine and
then back through more 2 1/2 diameter
duct pipe, to the intake manifold
The intake manifold is a 40Bob welded "inline"
intake with 70mm throttle body and no EGR.
Exhaust consists of a Stinger header - with the turbo
exhausting into a 3 inch diameter downpipe, connected
to a '24 inch long X 3 inch inlet & outlet & 3 inch
through the core', straight through diesel resonator,
connected to about 30 more inches of 3 inch diameter
tailpipe.
The injectors are 75 lbs/hr Delphi units, batch fired
and controlled by a Megasquirt II with EDIS
Ignition is the aforementioned crank triggered
Megasquirt EDIS unit firing an MSD coil pack and
9 mm MSD spiral-core wires
The fuel system consists of a Holley "blue" pump
drawing fuel from the tank and feeding into two
Bosch 044 high-pressure pumps running in parallel.
The rest of the fuel system consists of full 1/2 inch
diameter fuel line from the in-tank pick-up all the
way to the fuel rail.
The drivetrain consists of a T5 5-speed tranny from
an '87 T-bird Turbo Coupe going to a 4.11 geared
8 inch rear with Traction-Loc. Curb weight of the
Pinto is 2360 lbs. Street tires are fairly sticky
205/45 and 245/45-16 Pirellii P700'Zs with a pair
of 26 X 8 -15 Hoosier slicks for the track.
it's always something
Join Date: Jul 2003
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damn! sounds like a high quality build. check out turboford.org under the "proven combos" thread to get a good idea of what kind of power you'll be making. or just go dyno it and run it at the track. sounds like it'll run like a bat out of hell!
pics!!
pics!!
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91 ranger, 88 tc 2.3 turbo, stroked, bored, 5.5" crower connecting rods, wiseco 8.0:1 dished pistons, total seal .030 rings, fully ported iron big valve head, racer walsh turbo roller cam, bobs log, holset wh1c, fmic, full 3" exhaust. not really a whole lot left to do.
93 explorer 4x4
91 ranger, 88 tc 2.3 turbo, stroked, bored, 5.5" crower connecting rods, wiseco 8.0:1 dished pistons, total seal .030 rings, fully ported iron big valve head, racer walsh turbo roller cam, bobs log, holset wh1c, fmic, full 3" exhaust. not really a whole lot left to do.
93 explorer 4x4
it's always something
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it's also going to depend a lot on how much weight reduction was done on the body of the car.
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91 ranger, 88 tc 2.3 turbo, stroked, bored, 5.5" crower connecting rods, wiseco 8.0:1 dished pistons, total seal .030 rings, fully ported iron big valve head, racer walsh turbo roller cam, bobs log, holset wh1c, fmic, full 3" exhaust. not really a whole lot left to do.
93 explorer 4x4
91 ranger, 88 tc 2.3 turbo, stroked, bored, 5.5" crower connecting rods, wiseco 8.0:1 dished pistons, total seal .030 rings, fully ported iron big valve head, racer walsh turbo roller cam, bobs log, holset wh1c, fmic, full 3" exhaust. not really a whole lot left to do.
93 explorer 4x4
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We could probably run as much as 25 lbs
boost if necessary - at least at the track
and assuming we have some good
100+ octane gas in the tank. (We'll
probably add water/methanol injection
later on, too) I don't know if it will or
not, but I'm hoping that the T3/T4 - 50 trim
- .63A/R turbo we've got will be good for
upwards of 25 or so lbs. boost. The fuel
system I've built, as it stands, should
definitely safely support 25 lbs of boost
and 500+ hp without problems. If
necessary the Bosch 044 pumps can
put be set to run at *almost* 100 lbs.
fuel pressure - and with two of them in
parallel, and fed by a Holley "blue" booster
pump, as well - plenty of volume would
still be there, even at those pressures.
I've calculated that about 82 psi fuel
pressure would be needed with the
4 - 75 Lb./hr. injectors to support 500 hp
at the flywheel., which would be about the
equivalent of the 450 hp I'm hoping for
the wheels. I don't know if that's a realistic
number to expect from this combination.,
but that's I'm hoping for.
it's always something
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i honestly don't think that you've got enough turbo. a 50 trim is not that big. i know levi (plazma) had to give up his 57 trim because it was holding him back considerably. i've given up on a t3 in favor of a holset and so has he. other the that, i'd say you've got what it takes to make around 450... the turbo will make or break that.
__________________
91 ranger, 88 tc 2.3 turbo, stroked, bored, 5.5" crower connecting rods, wiseco 8.0:1 dished pistons, total seal .030 rings, fully ported iron big valve head, racer walsh turbo roller cam, bobs log, holset wh1c, fmic, full 3" exhaust. not really a whole lot left to do.
93 explorer 4x4
91 ranger, 88 tc 2.3 turbo, stroked, bored, 5.5" crower connecting rods, wiseco 8.0:1 dished pistons, total seal .030 rings, fully ported iron big valve head, racer walsh turbo roller cam, bobs log, holset wh1c, fmic, full 3" exhaust. not really a whole lot left to do.
93 explorer 4x4
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Seem like a good setup but the turbo will hold you back 
gl
gl
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We've just about got my buddy's 2.3 turbo
motor together and ready to go into his '76
Pinto sedan body. Wondering if anybody here
could give a knowledgeable and educated
estimate of the rear wheel hp and torque we're
likely to achieve with this combo? Also what
kind of quarter mile times could we expect-
assuming that the thing can be made to hook
up??
Here's the basic specs:
The block and crank assembly was from a
low-mileage '87 T-bird Turbo Coupe
- std rods and mains on the crank and
standard bore cylinders.
Pistons are 8 to 1 forged J.E. flattops on
stock length Crower rods
Cylinder head is an "out of the box" unported
Esslihger aluminum head and matching Esslinger
"turbo-spec" hydraulic roller cam
The turbo is a Turbonetics T3/T4 hybrid with
a 50 trim compressor wheel and a .63 A/R.
Cold air intake to the turbo is via a short upward
turned 90 degree 3 1/2 inch diameter silicone
rubber elbow on the mouth of the turbo,
connected to an oval 12 X 14 X 3 inch tall K&N
filter that goes through the hood, and is covered
by a 2 1/2 tall external air box on top. that is in
turn fitted with a 1963 Ford "Super Duty" Heavy
truck hood scoop assembly on top of that .
Hot air exits the compressor and passes
through 2 1/2 inch diamiter aluminum duct
pipes to a front mounted 18 X 24 X 2 1/.2
inch thick core intercooler from a John
Deere turbo-diesel industrial engine and
then back through more 2 1/2 diameter
duct pipe, to the intake manifold
The intake manifold is a 40Bob welded "inline"
intake with 70mm throttle body and no EGR.
Exhaust consists of a Stinger header - with the turbo
exhausting into a 3 inch diameter downpipe, connected
to a '24 inch long X 3 inch inlet & outlet & 3 inch
through the core', straight through diesel resonator,
connected to about 30 more inches of 3 inch diameter
tailpipe.
The injectors are 75 lbs/hr Delphi units, batch fired
and controlled by a Megasquirt II with EDIS
Ignition is the aforementioned crank triggered
Megasquirt EDIS unit firing an MSD coil pack and
9 mm MSD spiral-core wires
The fuel system consists of a Holley "blue" pump
drawing fuel from the tank and feeding into two
Bosch 044 high-pressure pumps running in parallel.
The rest of the fuel system consists of full 1/2 inch
diameter fuel line from the in-tank pick-up all the
way to the fuel rail.
The drivetrain consists of a T5 5-speed tranny from
an '87 T-bird Turbo Coupe going to a 4.11 geared
8 inch rear with Traction-Loc. Curb weight of the
Pinto is 2360 lbs. Street tires are fairly sticky
205/45 and 245/45-16 Pirellii P700'Zs with a pair
of 26 X 8 -15 Hoosier slicks for the track.
motor together and ready to go into his '76
Pinto sedan body. Wondering if anybody here
could give a knowledgeable and educated
estimate of the rear wheel hp and torque we're
likely to achieve with this combo? Also what
kind of quarter mile times could we expect-
assuming that the thing can be made to hook
up??
Here's the basic specs:
The block and crank assembly was from a
low-mileage '87 T-bird Turbo Coupe
- std rods and mains on the crank and
standard bore cylinders.
Pistons are 8 to 1 forged J.E. flattops on
stock length Crower rods
Cylinder head is an "out of the box" unported
Esslihger aluminum head and matching Esslinger
"turbo-spec" hydraulic roller cam
The turbo is a Turbonetics T3/T4 hybrid with
a 50 trim compressor wheel and a .63 A/R.
Cold air intake to the turbo is via a short upward
turned 90 degree 3 1/2 inch diameter silicone
rubber elbow on the mouth of the turbo,
connected to an oval 12 X 14 X 3 inch tall K&N
filter that goes through the hood, and is covered
by a 2 1/2 tall external air box on top. that is in
turn fitted with a 1963 Ford "Super Duty" Heavy
truck hood scoop assembly on top of that .
Hot air exits the compressor and passes
through 2 1/2 inch diamiter aluminum duct
pipes to a front mounted 18 X 24 X 2 1/.2
inch thick core intercooler from a John
Deere turbo-diesel industrial engine and
then back through more 2 1/2 diameter
duct pipe, to the intake manifold
The intake manifold is a 40Bob welded "inline"
intake with 70mm throttle body and no EGR.
Exhaust consists of a Stinger header - with the turbo
exhausting into a 3 inch diameter downpipe, connected
to a '24 inch long X 3 inch inlet & outlet & 3 inch
through the core', straight through diesel resonator,
connected to about 30 more inches of 3 inch diameter
tailpipe.
The injectors are 75 lbs/hr Delphi units, batch fired
and controlled by a Megasquirt II with EDIS
Ignition is the aforementioned crank triggered
Megasquirt EDIS unit firing an MSD coil pack and
9 mm MSD spiral-core wires
The fuel system consists of a Holley "blue" pump
drawing fuel from the tank and feeding into two
Bosch 044 high-pressure pumps running in parallel.
The rest of the fuel system consists of full 1/2 inch
diameter fuel line from the in-tank pick-up all the
way to the fuel rail.
The drivetrain consists of a T5 5-speed tranny from
an '87 T-bird Turbo Coupe going to a 4.11 geared
8 inch rear with Traction-Loc. Curb weight of the
Pinto is 2360 lbs. Street tires are fairly sticky
205/45 and 245/45-16 Pirellii P700'Zs with a pair
of 26 X 8 -15 Hoosier slicks for the track.
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