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Im planning on doing a custom turbo setup on my 2004 nissan titan king cab. as of right now if i do a single turbo its going to go right where the air box is but if i do a twin turbo setup one will go where the airbox is and the other one will go in place of the battery which will need to be relocated. i was just wondering if anyone else would be interested in a setup like either of those. just another choice instead of the stillen supercharger.
 

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I'm not interested in turbo charging my titan but I'm sure a lot of titan owners would be interested. Turbo charging would be the best route and I would love to see some turbo charged titans running around.
 

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seems a little pricy how much would it be?
 

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not sure how many steps in regards to ECU have been made, but i remember that the biggest obstacle in turbocharging our Titans is the ECU. But if memory serves me right, UpRev **MAY** have a solution to our problems....
 

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For V block engines, I would do the twin set-up. Secondly, putting the turbo(s) in the area that you stated is not a good idea. They should be tucked away underneath behind the motor mounts to keep piping to a minimum, makes for better response and power and keeps engine / engine bay temps down.
 

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I'll agree with Z Hauler here. The more piping between the engine's exhaust and the turbo(s), the less efficient they will be. It would be a tidy arrangement to put two where you're thinking of though, and if you can get a decent tune, the difference in location of the turbos might not be too terribly bad compared to the overall increase. It sure would be fun to see it done!
 

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Z-Hauler said:
For V block engines, I would do the twin set-up. Secondly, putting the turbo(s) in the area that you stated is not a good idea. They should be tucked away underneath behind the motor mounts to keep piping to a minimum, makes for better response and power and keeps engine / engine bay temps down.

Unless the Titans started growing incredibly tall engine mounts or very deep oil pans that probably won't be the best location. On the right track as far as piping for the hotside of the turbo but turbos need to be appreciably higher than the oil pan so that return oil drains properly.


As far as single or twins go...just go with a single. Twin's are good for show but you will make more than enough power with a properly sized single turbo, have a much easier time with tuning (a big plus given how little support there is in that respect), have virtually no lag, have cooler engine bay temps, spend less money, etc, etc...
 

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Blown330 said:
Unless the Titans started growing incredibly tall engine mounts or very deep oil pans that probably won't be the best location. On the right track as far as piping for the hotside of the turbo but turbos need to be appreciably higher than the oil pan so that return oil drains properly.


As far as single or twins go...just go with a single. Twin's are good for show but you will make more than enough power with a properly sized single turbo, have a much easier time with tuning (a big plus given how little support there is in that respect), have virtually no lag, have cooler engine bay temps, spend less money, etc, etc...
:huh:
1) Twin set-ups are not just for show. I don't know what magazine you read that out of, but that information is wrong.

2) Turbos DO NOT need to be any higher than the oil pan for any reason. The oil system is pressurized therefore it doesn't matter if the return line goes up, down, or twirl around like a crazy straw. It doesn't matter the direction of the return just as long as it isn't too long and doesn't restrict flow.

True, you can make good power with a single set-up, but as far as efficiency, and performance goes, twin set-ups are superior to single set-ups on a V block engine.
 

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1. Only way a turbo can be lower then the oil pan is if you have a pump which pumps oil from the turbo back to the engine. The oil will not travel back up the line to the oil pan by the engine's pump alone. Eventually it will puddle up, may leak and/or blow out the seals on either the turbine or compressor side if not both. This is turbo kit design 101.

2. Putting a single turbo where the air box is will be fine. Don't take my word for it, just go over to LS1tech.com and look at all the turbo kits that were/have been made for the Fbodies. Some relocate the battery to the back and place the turbo there. Some put the turbo between the crank pulley and the radiator. Some, like mine, relocated the alternator to the driver's side(think LS1/LS6 vettes) and place the turbo where the alternator was. Heck, look at the STS kits, the turbo takes place of the muffler but its also designed to run back there with smaller exhaust housing and some guys have coated/wrapped their exhaust pipes/headers. Think they don't work, please go to LS1tech and lookup Zombie and a few others like him. He runs 10s @130+ in Las Vegas in the summer time with a home-made rearmount kit. I've not only seen his car run, I rode in it and let me tell you, for a street car, its bloody damn fast. "blueflag:


Honestly, turboin' your Titan would kickass! One word of advice, no matter how many times you run the numbers of how much it will "cost", add at least another 30% on top of that for things you go "crap, I need this/that/other thing". It will save you a lot stress and frustration. This is coming from someone who has been around Forced Induction since 2001, small time here..:jester:

I would love to turbo my Titan but I have other responsibilities to take care of first before I even think about it. That and my wife would probably shoot me if I made my truck into toy #2. :jester:

I would advise anyone who wants to get into turbocharging to pick up "Turbochargers" by Hugh MacInnes. It's a good read and very helpful. Good luck and I'll keep looking for your buildup thread. :D
 

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Darkblueta said:
1. Only way a turbo can be lower then the oil pan is if you have a pump which pumps oil from the turbo back to the engine. The oil will not travel back up the line to the oil pan by the engine's pump alone. Eventually it will puddle up, may leak and/or blow out the seals on either the turbine or compressor side if not both. This is turbo kit design 101.
The placement of the turbos that I am leaning towards would be in the stock cat locations. They would be more level to, not below the pan. Some 300ZX twin turbo is set ups are this very way. Never have I heard of any oil drain issues or problems caused by oil backup.
 

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you would be a god...
 

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Darkblueta said:
I would love to turbo my Titan but I have other responsibilities to take care of first before I even think about it. That and my wife would probably shoot me if I made my truck into toy #2. :jester:
Ain't that the truth.....

As far as twin vs. single....it depends on what you want your end result to be. You can get two smaller twins for faster spool time and AWESOME power, or go single BIG turbo. Spool time is slow (turbo lag, anyone??) but the power possibilities are endless.

I know a shop here in San Diego that has a Supra with a turbo sooooo big, they need a 300 hp shot of N2O just to get it to spool. But, this Supra has just shy of 1400hp.

And, as dark blue said, STS kits do well. I knew a guy who had (sold it) a 2002 Camaro with a big *** STS kit. The turbo was mounted way in the back. The air filter was located where you would think an exhaust would go. That car was simply amazing. Fast as all hell. I don't know the exact ##'s, but it was fast.
 

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Z-Hauler said:
The placement of the turbos that I am leaning towards would be in the stock cat locations. They would be more level that below the pan. The 300ZX twin turbo is set up this very way. Never have I heard of any oil drain issues or problems caused by oil backup.

As long as the oil can drain back into the pain above the oil fluid line, you're fine. Maybe it was me, in your last post, it sounded like the turbo(s) were going to be below that line.
 

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master_1011 said:
Ain't that the truth.....

As far as twin vs. single....it depends on what you want your end result to be. You can get two smaller twins for faster spool time and AWESOME power, or go single BIG turbo. Spool time is slow (turbo lag, anyone??) but the power possibilities are endless.

I know a shop here in San Diego that has a Supra with a turbo sooooo big, they need a 300 hp shot of N2O just to get it to spool. But, this Supra has just shy of 1400hp.

And, as dark blue said, STS kits do well. I knew a guy who had (sold it) a 2002 Camaro with a big *** STS kit. The turbo was mounted way in the back. The air filter was located where you would think an exhaust would go. That car was simply amazing. Fast as all hell. I don't know the exact ##'s, but it was fast.
I have a single on my TA. Full boost by 3k. Is that lag? Actually, I don't mind it, at least I can get off the line a bit before full boost. :jest: So by lag, a centrifical blower will by definition, 'lag' all the way up to redline, where it's full boost is made. Make sense?

Anyways, a properly setup turbo will not lag like that supra in your example( I know its a racecar and dyno numbers are impressive...you know what I mean). Every engine is different as well as setups, so you have to decide what you want on an engine(cubes/intake/exhaust/heads/cam/compression/etc), then front mount or rearmount and then get the turbo that is right for your application. Just my $.02.
 

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Z-Hauler said:
:huh:
1) Twin set-ups are not just for show. I don't know what magazine you read that out of, but that information is wrong.

2) Turbos DO NOT need to be higher than the oil pan for any reason. The oil system is pressurized therefore it doesn't matter if the return line goes up, down, or twirl around like a crazy straw. It doesn't matter the direction of the return just as long as it isn't too long and doesn't restrict flow.

True, you can make good power with a single set-up, but as far as efficiency, and performance goes, twin set-ups are superior to single set-ups on a V block engine.


Wow..don't know where you get your info from but you really should try doing some better research.

As far as efficiency goes a single properly sized turbo is almost always better; a single 67mm (Precision T-67GT will support 850hp by itself) would be worlds better on a truck than a pair of 57's or smaller. Properly sized turbine A/R (.81 or so) and it will spool hard. I've seen single setups on trucks with automatic transmissions (yes, automatic transmission makes a difference here) make boost at 1900 rpms. No discernable lag and power to make traction iffy at 45 mph...400 rwhp and almost 500 lb-ft at just 8 psi with a ballpark tune just to get the truck started. Unless he's building a junkyard kit where the turbos he is most likely to find would be too small by themselves he is FAR better off with one properly sized turbo.

As far as your oil system comment. Do us all a favor and go LOOK at the oil inlet of a turbocharger then figure out why there is a restrictor (if not in the cartridge then somewhere in the oil line itself) and how much bigger the outlet line is than the inlet side. There is also pretty good reason why the oil supply lines on most, if not all, turbo kits use 3/16" braided steel feed lines and the return lines are 5/8" or larger going back to the pan. There can be NO pressure on the return side. Even a slight amount would severely risk the chance of blowing the seals as already stated. One of the biggest drawbacks to rear-mount turbo setups is the fact it needs a secondary pump to return oil back to the oil pan....that pump fails...the turbo fails...period. And it's not good enough to have the turbo even level with the pan...it MUST be well above the pan (that airbox location should be looking like a good idea by now) so that the oil can drain sufficiently from the turbo. That also means the center section also must be properly aligned (oil inlet straight up on top, oil outlet straight out the bottom).
 

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Darkblueta said:
I have a single on my TA. Full boost by 3k. Is that lag? Actually, I don't mind it, at least I can get off the line a bit before full boost. :jest: So by lag, a centrifical blower will by definition, 'lag' all the way up to redline, where it's full boost is made. Make sense?

Anyways, a properly setup turbo will not lag like that supra in your example( I know its a racecar and dyno numbers are impressive...you know what I mean). Every engine is different as well as setups, so you have to decide what you want on an engine(cubes/intake/exhaust/heads/cam/compression/etc), then front mount or rearmount and then get the turbo that is right for your application. Just my $.02.
How much boost is "full boost"?? I get my full boost on my SRT at around 2500-3000 as well. But it's pushing about 23 psi. It suffers from part throttle boost (PTB). I can have the gas pedal down not even half way and be cruising with 10 or more psi. kind of annoying. But, that is the result of having a fairly small turbo.

Anyways...to turbo charge a non-turbo'ed engine, it requires quite a bit of R&D. Especially if the turbo kits don't exist for said vehicle.
 

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Blown330 said:
Wow..don't know where you get your info from but you really should try doing some better research.
Nine years experience. You? I deal with machinery that has turbos below the whole engine which have been run for thousands of hours and have had no problems and they don't have return pumps, so not all turbos need to be above the oil pan.
The setup I described would have the turbos at oil level anyway so it wouldn't be an issue.
 

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a couple GT28Rs would be nasty on the titan, if the tranny would hold.


OR i would do a T66 with a nice sized exhaust housing, maybe a 81-84 and that would work well...


you will out grow the open diff and the weak tranny way before the motor will give out
 
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