Sorry for less than abundant information. Like I said, very busy time right now. I just finished a busy day at work and will be leaving for Georgia here shortly. This trip will put many more miles on the setup and give me a trip over Mt. Eagle in Tennessee. Boost max is unknown. I did blow an intercooler boot, last time I looked at the gauge, she was climbing past 16 or 17 psi. This turbo is a whistler. Sounds like I'm sitting in a truck with a turbine engine, not a diesel...... but I like the sound of a turbo working.
Al - I may be able to put it on the rollers at the TS Outlaw event at the end of the month.......... but, I'm on call that weekend. If I can't get my partner to cover, then I'll have to try and sweet talk Dennis (owner of TS Performance) to let me use their testing dyno in the TS shop. Not sure what type of video would be good. Dyno? Drive by? In cab?
Hardy - I made the standard mods for the Banks turbo when I put it in a couple of years ago. Just cut and bent the lip back out of the way on the passenger's side. No new mods for down pipe. It's a really tight fit with the exhaust wrap though.
cpdenton - Yes, it is mounted on the Banks turbine inlet.
Banks uses an undivided T3 turbine. The Garrett uses a divided T4. I used an undivided 2.5 inch tall T3 - T4 adaptor. That didn't give me the clearance I needed. So, I also used a one inch divided T4 spacer plate. I beveled the blunt edge of the dividing bridge on the entrance to cut down on turbulence (see the picture of that spacer). With the adaptor (2.5 inches) and the spacer plate (1 inch) I still didn't have enough clearance between the turbo and the intake, much less the intake hat. So, the intake manifold was modified as shown in the photos. Had to make a new mount for the throttle cables as the factory mount was machined off the intake manifold. The turbine exit is 3 5/8 v-band. I ordered a 3 5/8 flange and a tight radius 90 degree three inch 14 gauge aluminized pipe to modify the down pipe.
Now, I needed to plumb oil in and out and coolant in and out. I just swapped the oil inlet block from the Banks and put it on the Garrett. The Banks oil drain tube was not going to reach. I could have searched and maybe found something I could order and have shipped to make oil drainage work. However, making what was needed was faster. The metal piece I'm holding the first set of pictures is an oil drain block. It is machined out of a old piece of solid key stock steel. It bolts to the oil drain on the turbo. The Banks drain tube bolts to it and then empties into the valley pan as before. That piece took about 8 hours of machine work...... but, that's still faster than trying to find a part and wait for it to be shipped out.
The rear coolant pipe was hitting the firewall. So, I used JIC fittings and a bit of welding to get it where it needed to be. The coolant pipe if the front needed some bending, but, not a ton of mods. The coolant was plumbed into the hose coming out of the heater core using two 5/8 "Y" fittings and 5/8 silicone hose.
The intercooler piping wasn't too far off and a few simple cuts and tweeks and it was hooked up. I don't like the air filter bolted directly to the compressor, but, I ran out of time. I will likely find a way to get some cooler air to the turbo down the road.
I will be out in the middle of no where in Georgia riding my dirt bike for the next 5 days. So, I'll try and answer questions if I have some sort of internet there, but otherwise, I'll try again on Tuesday.
Heath
