turbo head Qs

[7t9cobra]

ive heard of N/A heads on a carbed 79 2.3t making better power. would i be better off bolting on my 79 2.3 n/a head, on my 79 2.3T? or would the higher compression cause detonation? for nowthe engine will be stock, but will eventually will see a blow off valve, and boost valve.

[Travis T]

A 79 n/a head is the same as a 79 turbo head. Your pistons are different.

[Mustang Marty]

Would a EFI Turbo head raise or lower the compression on 79-81 carb turbo engine?

[Travis T]

The earlier oval port heads (such as on all 79 2.3 cars) are supposed to be the most desirable. Not sure what the difference in the later D port head would be as far as compression ratio. I believe the D port turbo head is the same as all 2.3 D port heads, but I could be wrong.

[Chuck W]

Where are you planning on mounting a BOV on a drawthrough turbo car? You're not, that's where.

Don't waste time swapping heads, there is nothing to be gained. A better use of time would be spent converting it to EFI....

[7t9cobra]

its not time.........its money. i have a N/A engine and a turbo engine. i figured if it worked, it would be free HP. if not.......oh well. EFI is beyond my budget at this point. and why wouldnt i be able to put a blow off on the car? i may sound dumb for asking, but you may know, that i dont have much experience with turbos and 4 bangers, which would be why im asking on a forum....to learn.
thanks for the help
jeff

[Mustang Marty]

The reason you can't use a blowoff valve in the stock system is placement. Typically, a blowoff valve goes in the tubing between the turbo and the intake. In the stock setup the turbo attaches directly the intake. Without redesigning the system, there isn't physically a place to put a BOV.

Converting to Turbo EFI is cake if you are converting a car that is already FI. In these early cars, you not only need the engine harness, but the fuel pump harness and hard lines, and have the fuel tank modified for FI. Also, the early turbo engines have too high of compression to really benefit from the higher boost levels EFI would allow. I'm not saying it can't be done, it's just complex.

The cost and complexity of an EFI conversion is why I am going to attmept a conversion to blow-through. All you need is a N/A intake, a 2bbl Autolight carb, EFI exhaust manifold and turbo, and a small mod to the stock fuel pump. There are a few people over on turboford that are using this setup and are quite happy with it.

[Chuck W]

The reason you can't use a blowoff valve in the stock system is placement. Typically, a blowoff valve goes in the tubing between the turbo and the intake. In the stock setup the turbo attaches directly the intake. Without redesigning the system, there isn't physically a place to put a BOV.

Converting to Turbo EFI is cake if you are converting a car that is already FI. In these early cars, you not only need the engine harness, but the fuel pump harness and hard lines, and have the fuel tank modified for FI. Also, the early turbo engines have too high of compression to really benefit from the higher boost levels EFI would allow. I'm not saying it can't be done, it's just complex.

.

The fact it is DRAWTHROUGH is the reason. There is no need for it as what are you planning on blowing off? The turbo is after the throttle blade....

[7t9cobra]

thanks. thats very good to know. so what do you mod, on the fuel pump? i have a 90' escort GT, with a 1.9L at my friends house, and it has a factory header on it....will it fit on my 2.3? i would go up there and measure it, but hes not home, and im not exactly in that area. thanks for the help
jeff
p.s. my goal, is to get a turbo engine back in my 79 cobra, and give it some extra power, without killing my wallet. (although it's dying a slow painful death) and still be able to drive it daily.

[Chuck W]

No, the 1.9 header will not bolt up. On the carb turbo cars, you can use some of the Ranger and Mustang EFI "headers" (really a cast header-looking manifold) and make the crossover pipe to the turbo. Mine was like that.

On mine I was running an EFI bottom end (8.0:1) comp, and higher boost 12-13#, 3" DP to a dual exhaust (Previous owner did that, I would have left it a single 3" out the back). With some mods you can put a larger carb on it and thath helps too.