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View Poll Results: Which is cheaper NA or Turbo?
Turbo 6 40.00%
Normaly Aspirated 10 66.67%
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Old 08-19-2004, 12:58 PM   #1
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From NA to TURBO engine modification steps

Can someone post a good list of steps to convert a Normaly Aspirated engine to a Turbocharged engine?

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Old 08-19-2004, 01:16 PM   #2
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an N/A is cheaper cuz thats the way the car comes stock. so its already N/A as for a list on how to do that would probably be a fairly long list I dont think anyone has posted that though. But iv never done a conversion myself so sorry cant help you out.
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Old 08-19-2004, 05:35 PM   #3
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i actually seen a turbo handbook at fry's electronics by my house. it was only like $15 and had over 350 pages of turbo information such as what kind of piping and cfm velocity ratios and stuff... might wanna look into that kinda material so you got a complete understanding of what's going on....

at least this is what i would be doing....
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Old 08-24-2004, 08:09 PM   #4
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This is not going to be lengthy or overly technical but we hope it gives you a bit of insight. Different approaches are required with different engines. If you have a Honda or Acura you will have to beef everything up more than someone with a Nissan 240SX or Toyota Supra. As with all things in print, this is our opinion. It is based on years of hands on experience and many, many Turbo projects. At least let it be food for thought.


Normally aspirated engines are not happy with the heat and pressure of turbocharging. You need to lower the compression to a level manageable by the engine and ignition control you are using. Generally 7.5:1 to 8.0:1 will do what you want on today's terrible pump gas.

Pistons and Rings

Always use Forged Pistons that are properly designed for the engine you are building. We use JE Pistons and Total-Seal Rings in all our engines. If you cannot afford the forged pistons and you are building an engine that has a factory Turbocharged equivalent then use the factory Turbo pistons. They are never all that great for serious duty use but they are a good affordable alternative to normally aspirated high compression pistons. We use Total-Seal rings because they have proven to keep all the power in the cylinders and minimize blow by under hard boost conditions.


Generally the block is fine for streetable boost levels. Very high boost pressures or race applications are a different story. If a steel shim gasket is available for your particular application, use it. They are expensive but well worth the money.

Cylinder Head and Porting

Good quality valve jobs and Stainless Steel valves. If Stainless Steel valves are not available or not in your budget at least get the stock ones high heat coated. This is generally in-expensive and will extend the life of the valve considerably. Porting varies with the head and engine. Generally for most street applications a nice clean up port with most of the attention being paid to the bowl area around the head of the valve and good match porting of the manifold and head surfaces. We try to do a high polish on the exhaust port to promote exhaust flow and minimize buildup and a swirl finish on the intake for better fuel atomization.

Ignition Timing Control

This is the key to Turbo cars running on pump gas. You cannot use a normally aspirated ignition distributor or engine control for a Turbo application. You will detonate and hurt even the best of pistons and rings. Most factory Turbo cars have excellent ignition systems with very conservative timing curves which are great for higher boost applications. If you are doing a normally aspirated to Turbo conversion you need to either incorporate the ignition into your fuel injection or use a timing control such as an MSD or JACOBS to insure you have proper boost retard for the level of boost you are running.

Fuel Management

We do not believe in Turbocharging any car without it being Fuel Injected first. Yeah, we know it's not impossible to have a carburetted Turbo system, we've even done it ourselves plenty of times, but it will have driveability and heat problems not to mention float and seal failures ( Just ask someone that owns a Maserati Biturbo ). Programmable management is really the answer to a simple and effective installation on a normally aspirated car. We use either the Electromotive TEC-II or the HALTECH F9A units. Retrofitting a factory F.I. system into a normally aspirated car or into a car with a different style of management is not impossible but it is very complicated, so be sure and have a very good working knowledge of the cars electrical system before undertaking such a task. We recommend an on-board air fuel ratio monitor in all applications to make sure you do not lean out the engine under boost and put big holes in things. We use the HALMETER AF/30. It is almost always necessary to install a larger volume high pressure fuel pump and some form of Boost Referenced Rising Rate Fuel Pressure Regulator to insure proper fuel delivery under boost.

Turbo System Components

This is a somewhat abbreviated list of the components and services we offer for misc. turbo projects. For specific fitment and application questions please contact us.
Turbonetics Turbochargers
T3-T66 and all the stuff in between.
Mitsubishi Turbochargers
TD05-TD06 12g-20g
Turbonetics Deltagates and HKS Race Gates. Adjustable Internal Wastegate Actuator
Compressor Bypass Valves
HKS Std., Racing, Sequential
Blow-Off Valves
HKS Adjustable
Boost Controllers
Manual VBC, Superchips Boost Graphic, HKS, Turbonetics.
Spearco Intercoolers
Any size, any shape, any configuration. Contact us for pricing and availability based on your requirements.
Intercooler Plumbing
Mandrel bent plumbing and pipe kits. Silicone Hose and couplers. Elbows and misc.
Turbo Exhaust Manifolds
Cast and custom made tubular header style

Turbo Fuel System Components

Fuel Injectors
Bosch, Lucas, Rochester, Siemens, Any size. High or Low impedance.
Fuel Pumps
Bosch High Flow pumps.
Fuel Regulators
Adjustable, Rising Rate, Boost Referenced, Etc.
Throttle Bodies and Fuel Rails
Sidedraft, Downdraft, Factory Replacement. Custom Enlarging. Custom Fuel Rails
Intake Manifolds
TWM Induction, Factory Manifolds.
Air Filters
K&N and ITG
Auxilliary Injector Controllers
Haltech F5, HKS.
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Old 02-28-2008, 11:58 PM   #5
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Turbo will be the cheapest alternative for the most power but it all depends on what you want to do with it and what your trying to accomplish
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Old 02-29-2008, 06:04 AM   #6
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holy back from the ages batman!
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