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Date:         Sat, 14 Dec 2002 08:47:46 -0800
Reply-To:     Mark Keller <kelphoto@HIGHSPEEDPLUS.COM>
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         Mark Keller <kelphoto@HIGHSPEEDPLUS.COM>
Subject:      turbo
Comments: To: kenwilfy@COMCAST.NET
Content-Type: text/plain; charset=us-ascii; format=flowed

Ken,

Keep thinking. I'm interested too in these. I pmailed a listee in Alberta who was a welder that manufactured exhausts for turbo additions.

We decided to freely associate our concerns and see what transpired. It seems the concern was to the extra load on the studs/thread mount on the crankcase halves, perhaps keen serts or heli coiled. Anothor concern was the load on the heads, particulary around the spark plug and head boss, the two sites that current heads crack.

The oil return was an issue, I think I was looking at the oil fill pipe. Seems that Frank Gunthaur (sp) had a sump and pump type of comment at one time on his INLINE turbo project, not sure.

I also had a Subaru WRX reseach angle to get hints for the way that they did their turbo. Seems the length of run from far side cyclinders caused a bit a an exhaust pulse issue so that one of the pipes came into the turbo colllector out of firing order sequence.

The intercooler in the area you suggest is my favorite pick too. As for fuel supply, the adustable fuel pressure regulator from CB performance is what I run, 50 PSI, and back off the wiper arm on the AFM until the O2 maps correctly again. Our consensuss was to just see how much boost this would support via the O2 fly it and watch it method.

Sincerely,

Mark Keller 91 Carat


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