Turbo Header Construction

May 29th, 2004 to July 7th, 2004


Below are pictures of the building and completion of the first incarnation of the turbo 3.0 header and the header installation.  This header could undergo additional changes prior to production.  The header is intended as the economical approach to turbocharging your 3.0 vehicle.  The stock front manifold and crossover are retained.  The rear manifold and downpipe are replaced.  Tuning is still underway so we'll post more once we know more...


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The first weld for cylinder #3 Here's a shot looking into the port. This is another shot of cylinder #3 looking in from the flange. This shot shows the bends for ports #1 and #3 .

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This is the firewall view of the pieces for cylinders #1 and #3. At cylinder #5, the pipe bends upward to where the turbo will sit. Here's a side shot of the header. Here's yet another shot of the header.

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EJ, Ed's son, touches up some welding for us. EJ's a tough little guy.  Welding without sleves isn't easy. Maggie, Ed's daughter grinds out the ports to get everything nice and smooth. Maggie grinds down a few of EJ's sloppy welds.  Brothers... geesh!
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Here's a shot of the flange leading up to the turbo.

Here's another shot of the flange coming up to the turbo from a slighly differnt angle.

Maggie peers into the flange and says, "I don't think it's gonna work daddy." Here's a shot of the fully assembled header.  Note the pipe in the foreground that goes down and joins up with stock crossover.

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The turbo is clamped on the spare engine during the construction process. Here's another shot of the clamped down turbo. The turbo had been set in position for a test fit on the car.  So far, so good. Doh!  There's two busted bolts in that there housing!

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Here's a shot of the exhaust wheel in the turbo.

Finally, the rear header is done, painted, and ready to install.

Here's a shot of the oil line set Ed bought for the car... now to figure out what to do with it.

The first thing is to figure out how to get oil back into the pan.  Ed decides to just punch a hole in the side of the pan and weld a pipe into it.

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Once the hole is made, a piece of pipe is slipped into place for   test fit.. This is the piece of the return line that will go into the oil pan.   A brass barb will later screw into the fitting you see here. Here's a couple of flanges for the oil return line.  One was purchased, one was made by Ed. This is the turbo side of the oil return line.
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Eva, Ed's wife cleans up the oil pan to prepare it for installation.   Ehheww  yuck!   (...and says, "please tell me this isn't going on the web page.") The oil return line is painted and ready to go. Here's a shot of how the oil return line comes together.  In the final install, there is a brass barb coming out of the bottom and a piece of tubing is clamped between the two halves.  Pretty clever huh? Now we've got to get oil from somewhere and send it to the turbo.   To do that, Ed inserted some brass fittings in between the block and the oil pressure sensor.
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Here's where the oil is going to.

Now that we've got the turbo back there, there isn't any room for the coil.  No problem, we'll just move it to the front of the plenum.

Here's a shot of the coil with the bracket removed. Here's the coil installed.

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Here's another shot of the coil. Here's a side shot showing how high the turbo sits. Here's the front view of the turbo. As much as Ed & Mike love swapping engines and transmissions, they felt an intercooler was in order.  Here's one from an '87 MR2.
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Here's another shot of the intercooler. And another shot. And another. And yet another.
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These two pipes came with the intercooler and came in handy during its installation. To mount the intercooler, the vertical angled brace in front of the radiator under the nose was removed.  A piece of angle iron was then bolted behind the radiator across the front for support. The intercooler was mounted in front of the radiator on the passenger side.  Some chunks had to be cut out of the wall to fit the tubing, but that's nothing an angle grinder couldn't solve. Once the intercooler was in place, intake plumbing was fabricated out of pieces of pipe, hose clamps, and some big radiator hoses.  Ed confused the guys at Napa by purchasing about 15 different radiator hoses and not buying antifreeze.
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Here's a shot of the passenger's side intake plumbing.  At the left is a monster cone filter heading up to the turbo.  Coming back is the tube that runs down to the intercooler. Here's another shot of the plumbing coming together. With the intake figured out, the last key pieces were the wastegate and downpipe.  Here's a shot of the Deltagate installed.  Also, note the placement of the O2 sensor. Behind the turbo is a bend heading down to the indentation in the firewall.  The wastegate dumps into that tube.
 

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After the exhaust leaves the bend behind the turbo, it goes into a massive flex joint that is attached to a downpipe.   From there it hooks in with the exhaust as you would expect.

And here you have the final install.  All ready to be driven.

Maggie takes a spin around the yard and says, "Daddy, I think it's pulling a little to the left". Ed and EJ agree that if EJ only pushes 5psi, he can stay up until 9pm.   EJ  takes the car for a spin.  After the ride, EJ says, "It's definately pulling to the left Daddy.  We'd better call engine Mike.  ...and don't forget to remind him that I love Buzz Lightyear."
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In an unfortunate boost related incident a few hours later, Ed discovers why the car was pulling left.  Ooops...    

Daytonastein in it's glory.