Frank
12-17-2005, 02:45 PM
Turbocharger Guide... Stock to Common Upgrades
written by Frank
The following information is a summary from a few webpages. In addition, it includes common upgrades and people experiences with various turbos and boost ramp up. Check out the references below for full detail and pictures!
Disclamer:
Any modification to your car that results in damage is not our fault. It is your responsibility to supply proper fuel and to properly tune the car.
__________________________________
Stock Turbos
1984-1987 T3 Garrett used on non-intercooled 2.2 (Turbo I)
Single port wastegate can. 1984's used a dual port wastegate can with pnumatic boost control.
2.25 exhaust donut/small flange.
Compressor A/R: 0.42 and Compressor Trim: ??mm
Exhaust A/R: 0.48 and Exhaust Wheel Trim: ??mm
This is the original mopar turbo setup, and was only offered in 2.2L displacement. These early engines are different from ALL the other ones in that they used an upstream throttle body. By upstream, I mean that it is before the turbo, causing the turbo to have to suck the air through the throttle body, commonly reffered to as a “Suck thru” motor with a “log” intake. These were non-intercooled, however, Direct Connection (now Mopar Performance), Spearco, and others offered aftermarket kits. In the picture, notice how the compressor housing has flange where the inlet pipe bolts on.
1988-1993 TEO4H Mitsubishi used on non-intercooled 2.2 & 2.5's (Turbo I)
2.25" exhaust donut/large flange for 1987, 2.50" for 1988+.
Compressor A/R - ?? and Compressor Trim - ??mm
Exhaust A/R - ?? and Exhaust Wheel Trim - ??mm
The late T1 is a non-intercooled version of the T2, offered in 2.2L and 2.5L displacements. These engines use the blow thru style induction system, which can easily be intercooled using T2 parts or custom installations. These were the first engines to use a factory BOV, and as the picture kinda shows in comparrison, these were the smallest turbo’s used on the turbo 2.2L/2,5L vehicles.
1987-1989 TO3 Garrett used on intercooled 2.2 (Turbo II)
2.25" exhaust donut/small flange for 1987, 2.25" exhaust donut/large flange for 1988, and 2.5" exhaust donut/large flange for 1989.
Compressor A/R - 0.42 and Compressor Trim - ??mm
Exhaust A/R - 0.48 and Exhaust Wheel Trim - ??mm
The T2 is a refined version of the ‘86 Shelby GLHS Omni engine (no EGR, etc). They were offered in 2.2L displacement. The main difference with the T2 designation is that it uses an intercooler. The T2’s are also the first engines to use the downstream throttle body where the turbo forces air through the throttle body (blow thru). A “true” T2 also used bigger forged connecting rids, and a forged steel crank, and ‘87 used the Shelby 2-piece Intake manifold. The intercooled T2 numbered Whittier Shelby cars actually used T1 short blocks. In the picture notice how the compressor housing has an inlet that a hose directly connects to.
1989-1990 VNT25 Garrett used on intercooled 2.2 (Turbo IV)
2.5" exhaust donut/large flange.
Compressor A/R - 0.48and Compressor Trim - ??mm
Exhaust A/R - 0.64 and Exhaust Wheel Trim - ??mm
The T4 was intercooled like the T2, but also offered an industry first VNT turbo (see definition of VNT). The T4 was offered on 2.2L displacement engines. This cut-away shows the vanes in the turbine housing which “nozzle” the exhaust gasses at the turbine wheel. The VNT turbo’s allowed for faster spool-up, with almost no lag, however, they used a smaller compressor which limits potential. Unfortunately, the vanes in the turbine housingare prone to malfunction caused by carbon build-up
1991-1993 TB03 Garrett used on intercooled 16V 2.2 (Turbo III)
2.5" exhaust donut/large flange.
Compressor A/R - 0.42and Compressor Trim - ??mm
Exhaust A/R - 0.48 and Exhaust Wheel Trim - ??mm
The T3 is the highest tech combination offered on a 2.2L engine. The engine uses Dual Over-Head Cams (DOHC) to actuate 16 valves (8 intake, 8 exhaust) as opposed to the T1, T2, & T4 cars that use a Single OHC (SOHC) and only 8 valves. Additionally, the The DOHC Turbo III engines used a slightly different turbo. The T3 motors had the highest factory power offered, rated at 224HP!
<table border="1" cellpadding="3" cellspacing="0"> <tr> <td width="100%" colspan="6"> <p align="center">Chrysler OEM Turbo Comparison Chart</td> </tr> <tr> <td > </td> <td >Turbo I "early" (84-87)</td> <td >Turbo I "late" (88-93)</td> <td >Turbo II ('87-'89)</td> <td >Turbo III (91-93)</td> <td >Turbo IV VNT (89-90)</td> </tr> <tr> <td >Manufacture/Name</td> <td >Garrett T03</td> <td >Mitsubishi TE04H</td> <td >Garrett T03</td> <td >Garrett TB03</td> <td >Garrett VNT25</td> </tr> <tr> <td >Comp Housing A/R</td> <td >0.42</td> <td > </td> <td >0.42</td> <td >0.52</td> <td >0.48</td> </tr> <tr> <td >Comp Wheel Inducer</td> <td >42mm</td> <td >38mm</td> <td >42mm</td> <td >45mm</td> <td >36mm or 40mm</td> </tr> <tr> <td >Comp Wheel Exducer</td> <td >60mm</td> <td >53mm</td> <td >60mm</td> <td >60mm</td> <td >52mm</td> </tr> <tr> <td >Turbine Housing A/R</td> <td >0.48</t <td > </td> <td >0.48</td> <td >0.48</td> <td >0.64</td> </tr> <tr> <td >Turbine Wheel Daimeter</td> <td >48mm</td> <td >51mm</td> <td >48mm</td> <td >48mm</td> <td > </td> </tr> <tr> <td >Flange</td> <td >2.25" Small</td> <td >88 - 2.25"<br> 89-93 - 2.5" Large</td> <td >87 - 2.25" Small<br> 88 - 2.25" Large<br> 89 - 2.5" Large</td> <td >2.5" Large</td> <td >2.5" Large</td> </tr></table>
__________________________________
Common Turbo Upgrades
__________________________________
Reference
Gary Donovan - http://www.thedodgegarage.com/turbo_turbo.html
JT - http://www.badassperformance.com/mtech/turbotech.html
Thanks!
written by Frank
The following information is a summary from a few webpages. In addition, it includes common upgrades and people experiences with various turbos and boost ramp up. Check out the references below for full detail and pictures!
Disclamer:
Any modification to your car that results in damage is not our fault. It is your responsibility to supply proper fuel and to properly tune the car.
__________________________________
Stock Turbos
1984-1987 T3 Garrett used on non-intercooled 2.2 (Turbo I)
Single port wastegate can. 1984's used a dual port wastegate can with pnumatic boost control.
2.25 exhaust donut/small flange.
Compressor A/R: 0.42 and Compressor Trim: ??mm
Exhaust A/R: 0.48 and Exhaust Wheel Trim: ??mm
This is the original mopar turbo setup, and was only offered in 2.2L displacement. These early engines are different from ALL the other ones in that they used an upstream throttle body. By upstream, I mean that it is before the turbo, causing the turbo to have to suck the air through the throttle body, commonly reffered to as a “Suck thru” motor with a “log” intake. These were non-intercooled, however, Direct Connection (now Mopar Performance), Spearco, and others offered aftermarket kits. In the picture, notice how the compressor housing has flange where the inlet pipe bolts on.
1988-1993 TEO4H Mitsubishi used on non-intercooled 2.2 & 2.5's (Turbo I)
2.25" exhaust donut/large flange for 1987, 2.50" for 1988+.
Compressor A/R - ?? and Compressor Trim - ??mm
Exhaust A/R - ?? and Exhaust Wheel Trim - ??mm
The late T1 is a non-intercooled version of the T2, offered in 2.2L and 2.5L displacements. These engines use the blow thru style induction system, which can easily be intercooled using T2 parts or custom installations. These were the first engines to use a factory BOV, and as the picture kinda shows in comparrison, these were the smallest turbo’s used on the turbo 2.2L/2,5L vehicles.
1987-1989 TO3 Garrett used on intercooled 2.2 (Turbo II)
2.25" exhaust donut/small flange for 1987, 2.25" exhaust donut/large flange for 1988, and 2.5" exhaust donut/large flange for 1989.
Compressor A/R - 0.42 and Compressor Trim - ??mm
Exhaust A/R - 0.48 and Exhaust Wheel Trim - ??mm
The T2 is a refined version of the ‘86 Shelby GLHS Omni engine (no EGR, etc). They were offered in 2.2L displacement. The main difference with the T2 designation is that it uses an intercooler. The T2’s are also the first engines to use the downstream throttle body where the turbo forces air through the throttle body (blow thru). A “true” T2 also used bigger forged connecting rids, and a forged steel crank, and ‘87 used the Shelby 2-piece Intake manifold. The intercooled T2 numbered Whittier Shelby cars actually used T1 short blocks. In the picture notice how the compressor housing has an inlet that a hose directly connects to.
1989-1990 VNT25 Garrett used on intercooled 2.2 (Turbo IV)
2.5" exhaust donut/large flange.
Compressor A/R - 0.48and Compressor Trim - ??mm
Exhaust A/R - 0.64 and Exhaust Wheel Trim - ??mm
The T4 was intercooled like the T2, but also offered an industry first VNT turbo (see definition of VNT). The T4 was offered on 2.2L displacement engines. This cut-away shows the vanes in the turbine housing which “nozzle” the exhaust gasses at the turbine wheel. The VNT turbo’s allowed for faster spool-up, with almost no lag, however, they used a smaller compressor which limits potential. Unfortunately, the vanes in the turbine housingare prone to malfunction caused by carbon build-up
1991-1993 TB03 Garrett used on intercooled 16V 2.2 (Turbo III)
2.5" exhaust donut/large flange.
Compressor A/R - 0.42and Compressor Trim - ??mm
Exhaust A/R - 0.48 and Exhaust Wheel Trim - ??mm
The T3 is the highest tech combination offered on a 2.2L engine. The engine uses Dual Over-Head Cams (DOHC) to actuate 16 valves (8 intake, 8 exhaust) as opposed to the T1, T2, & T4 cars that use a Single OHC (SOHC) and only 8 valves. Additionally, the The DOHC Turbo III engines used a slightly different turbo. The T3 motors had the highest factory power offered, rated at 224HP!
<table border="1" cellpadding="3" cellspacing="0"> <tr> <td width="100%" colspan="6"> <p align="center">Chrysler OEM Turbo Comparison Chart</td> </tr> <tr> <td > </td> <td >Turbo I "early" (84-87)</td> <td >Turbo I "late" (88-93)</td> <td >Turbo II ('87-'89)</td> <td >Turbo III (91-93)</td> <td >Turbo IV VNT (89-90)</td> </tr> <tr> <td >Manufacture/Name</td> <td >Garrett T03</td> <td >Mitsubishi TE04H</td> <td >Garrett T03</td> <td >Garrett TB03</td> <td >Garrett VNT25</td> </tr> <tr> <td >Comp Housing A/R</td> <td >0.42</td> <td > </td> <td >0.42</td> <td >0.52</td> <td >0.48</td> </tr> <tr> <td >Comp Wheel Inducer</td> <td >42mm</td> <td >38mm</td> <td >42mm</td> <td >45mm</td> <td >36mm or 40mm</td> </tr> <tr> <td >Comp Wheel Exducer</td> <td >60mm</td> <td >53mm</td> <td >60mm</td> <td >60mm</td> <td >52mm</td> </tr> <tr> <td >Turbine Housing A/R</td> <td >0.48</t <td > </td> <td >0.48</td> <td >0.48</td> <td >0.64</td> </tr> <tr> <td >Turbine Wheel Daimeter</td> <td >48mm</td> <td >51mm</td> <td >48mm</td> <td >48mm</td> <td > </td> </tr> <tr> <td >Flange</td> <td >2.25" Small</td> <td >88 - 2.25"<br> 89-93 - 2.5" Large</td> <td >87 - 2.25" Small<br> 88 - 2.25" Large<br> 89 - 2.5" Large</td> <td >2.5" Large</td> <td >2.5" Large</td> </tr></table>
__________________________________
Common Turbo Upgrades
__________________________________
Reference
Gary Donovan - http://www.thedodgegarage.com/turbo_turbo.html
JT - http://www.badassperformance.com/mtech/turbotech.html
Thanks!