(quoted from post at 03:45:46 01/05/20) Up for discussion. Need a Turbo for your N tractor? Well this company is making them. A wee bit pricey. No connection
<a href="https://imgur.com/y1Gx2He"><img src="https://i.imgur.com/y1Gx2He.jpg" title="source: imgur.com" /></a>
(quoted from post at 23:38:41 01/05/20) I didn't know those little fours would turn fast enough to take advantage of a turbo
(quoted from post at 08:52:06 01/06/20) PT Barnum said it best, "There's a sucker born every minute." One can buy a an N with a few implements for that money. Besides, an N will pull a IHC Farmall, JD, or Kubota out of the mud on it's own. Reminded me of the 'dual exhaust' gimmick from a few years ago claiming to increase your N horsepower significantly.
Tim Daley(MI)
(quoted from post at 10:27:07 01/06/20) Didn't say it wouldn't boost power just though it wouldn't be enough to run against V6/V8 in unlimted class
(quoted from post at 10:52:59 01/06/20) It definitely be illegal in our club and all the clubs that I pull with. I pull a stock 8N with a HI/Lo Sherman. Even that has been questioned a few times. I have won a lot of trophies with this tractor, a lot of first place trophies, against a lot of hot super c farmalls and olivers and ACs. It is not all about power. You have to get it to the ground.
(quoted from post at 17:52:52 01/06/20) I work in the Diesel fuel injection and turbocharging business. This is a classic example of overthinking, over engineering and over spending we see here everyday.
Some guy, calls in to get a price on a retrofit turbo kit for his pre-war Ford, John Deere, Farmall, Cockshutt et al. We tell him there is no such kit and they usually just ask, "well can you tell me a turbo that will fit it". The truth is any turbo you can adapt to fit it any application is the one that will fit it. [b:4cbb5ea827][color=red:4cbb5ea827]But that does not mean you'll have a fully functioning turbo boosted engine afterwards.[/color:4cbb5ea827][/b:4cbb5ea827] Properly applied turbochargers were engineered together with/as the engine development process, not after.
We all pretty sure these guys are all compensating for something besides a lack horsepower but what could that be? :wink:
(quoted from post at 22:00:21 01/06/20)
As it relates to a 8N, I would go grab a turbo off a Toyota MR2, VW TDI, or if you could find one, the turbo off a old Pontiac. Then start fiddling with carb size, jetting, and the modulator bypass settings. I would not spend $1600 on a kit. Used turbos are cheap on Ebay
(quoted from post at 16:22:32 01/06/20)(quoted from post at 17:52:52 01/06/20) I work in the Diesel fuel injection and turbocharging business. This is a classic example of overthinking, over engineering and over spending we see here everyday.
Some guy, calls in to get a price on a retrofit turbo kit for his pre-war Ford, John Deere, Farmall, Cockshutt et al. We tell him there is no such kit and they usually just ask, "well can you tell me a turbo that will fit it". The truth is any turbo you can adapt to fit it any application is the one that will fit it. [b:7d43102845][color=red:7d43102845]But that does not mean you'll have a fully functioning turbo boosted engine afterwards.[/color:7d43102845][/b:7d43102845] Properly applied turbochargers were engineered together with/as the engine development process, not after.
We all pretty sure these guys are all compensating for something besides a lack horsepower but what could that be? :wink:
Really? How do you explain the tens of thousands of aftermarket turbo and supercharger conversions that produce excellent results? Here is a picture of a TR6 belonging to Lee Jansen (another old Hokie) with DIY MegaSquirt fuel injection and a Garrett turbocharger. The turbo charger was hand chosen for its .63 AR turbo scroll and .60 AR intake scroll which is a good match for the 2.5L Leyland engine. Not exactly rocket science engineering - there are lots of online calculators that will help you with that. Mr Jansen's TR6 went from 150 to over 200 BHP on the dyno. I would call a 33% gain in power "fully functional". It wasn't an inexpensive project but he can easily afford it and he now owns a damn quick TR6.
TOH
What pre-war tractor is this engine powering?
(quoted from post at 08:19:45 01/07/20)/quote](quoted from post at 16:22:32 01/06/20)(quoted from post at 17:52:52 01/06/20) I work in the Diesel fuel injection and turbocharging business. This is a classic example of overthinking, over engineering and over spending we see here everyday.
Some guy, calls in to get a price on a retrofit turbo kit for his pre-war Ford, John Deere, Farmall, Cockshutt et al. We tell him there is no such kit and they usually just ask, "well can you tell me a turbo that will fit it". The truth is any turbo you can adapt to fit it any application is the one that will fit it. [b:5f89e4882c][color=red:5f89e4882c]But that does not mean you'll have a fully functioning turbo boosted engine afterwards.[/color:5f89e4882c][/b:5f89e4882c] Properly applied turbochargers were engineered together with/as the engine development process, not after.
We all pretty sure these guys are all compensating for something besides a lack horsepower but what could that be? :wink:
Really? How do you explain the tens of thousands of aftermarket turbo and supercharger conversions that produce excellent results? Here is a picture of a TR6 belonging to Lee Jansen (another old Hokie) with DIY MegaSquirt fuel injection and a Garrett turbocharger. The turbo charger was hand chosen for its .63 AR turbo scroll and .60 AR intake scroll which is a good match for the 2.5L Leyland engine. Not exactly rocket science engineering - there are lots of online calculators that will help you with that. Mr Jansen's TR6 went from 150 to over 200 BHP on the dyno. I would call a 33% gain in power "fully functional". It wasn't an inexpensive project but he can easily afford it and he now owns a damn quick TR6.
TOH
What pre-war tractor is this engine powering?
(quoted from post at 08:19:45 01/07/20)/quote](quoted from post at 16:22:32 01/06/20)(quoted from post at 17:52:52 01/06/20) I work in the Diesel fuel injection and turbocharging business. This is a classic example of overthinking, over engineering and over spending we see here everyday.
Some guy, calls in to get a price on a retrofit turbo kit for his pre-war Ford, John Deere, Farmall, Cockshutt et al. We tell him there is no such kit and they usually just ask, "well can you tell me a turbo that will fit it". The truth is any turbo you can adapt to fit it any application is the one that will fit it. [b:db2c27d4b5][color=red:db2c27d4b5]But that does not mean you'll have a fully functioning turbo boosted engine afterwards.[/color:db2c27d4b5][/b:db2c27d4b5] Properly applied turbochargers were engineered together with/as the engine development process, not after.
We all pretty sure these guys are all compensating for something besides a lack horsepower but what could that be? :wink:
Really? How do you explain the tens of thousands of aftermarket turbo and supercharger conversions that produce excellent results? Here is a picture of a TR6 belonging to Lee Jansen (another old Hokie) with DIY MegaSquirt fuel injection and a Garrett turbocharger. The turbo charger was hand chosen for its .63 AR turbo scroll and .60 AR intake scroll which is a good match for the 2.5L Leyland engine. Not exactly rocket science engineering - there are lots of online calculators that will help you with that. Mr Jansen's TR6 went from 150 to over 200 BHP on the dyno. I would call a 33% gain in power "fully functional". It wasn't an inexpensive project but he can easily afford it and he now owns a damn quick TR6.
TOH
What pre-war tractor is this engine powering?
Its obviously not powering a tractor of any vintage. It is an example of successfully fitting a turbocharger to an engine long after the initial naturally aspirated engine design was done. Something you said was not feasible.
Doing the same with a prewar tractor engine where you don't have to worry about turbo lag on acceleration and between shifts is probably an easier design task. The guy with the 8N kit has plenty of other engine examples on his website.
If you want I can provide some images of forced induction coinversions on a 2L Triumph TR4 engine ThAt is the same engine Harry Ferguson used in his 1948 TO-20. The Rodger Roadracers were doing that with all manner of turbo/superchargers and LBC's in the 50's. Dont know of any TO20 tractor examples but I certainly wouldn't rule the existence of one out.
TOH
(quoted from post at 07:36:06 01/07/20)(quoted from post at 08:19:45 01/07/20)/quote](quoted from post at 16:22:32 01/06/20)(quoted from post at 17:52:52 01/06/20) I work in the Diesel fuel injection and turbocharging business. This is a classic example of overthinking, over engineering and over spending we see here everyday.
Some guy, calls in to get a price on a retrofit turbo kit for his pre-war Ford, John Deere, Farmall, Cockshutt et al. We tell him there is no such kit and they usually just ask, "well can you tell me a turbo that will fit it". The truth is any turbo you can adapt to fit it any application is the one that will fit it. [b:9677c7cfdf][color=red:9677c7cfdf]But that does not mean you'll have a fully functioning turbo boosted engine afterwards.[/color:9677c7cfdf][/b:9677c7cfdf] Properly applied turbochargers were engineered together with/as the engine development process, not after.
We all pretty sure these guys are all compensating for something besides a lack horsepower but what could that be? :wink:
Really? How do you explain the tens of thousands of aftermarket turbo and supercharger conversions that produce excellent results? Here is a picture of a TR6 belonging to Lee Jansen (another old Hokie) with DIY MegaSquirt fuel injection and a Garrett turbocharger. The turbo charger was hand chosen for its .63 AR turbo scroll and .60 AR intake scroll which is a good match for the 2.5L Leyland engine. Not exactly rocket science engineering - there are lots of online calculators that will help you with that. Mr Jansen's TR6 went from 150 to over 200 BHP on the dyno. I would call a 33% gain in power "fully functional". It wasn't an inexpensive project but he can easily afford it and he now owns a damn quick TR6.
TOH
What pre-war tractor is this engine powering?
Its obviously not powering a tractor of any vintage. It is an example of successfully fitting a turbocharger to an engine long after the initial naturally aspirated engine design was done. Something you said was not feasible.
Doing the same with a prewar tractor engine where you don't have to worry about turbo lag on acceleration and between shifts is probably an easier design task. The guy with the 8N kit has plenty of other engine examples on his website.
If you want I can provide some images of forced induction coinversions on a 2L Triumph TR4 engine ThAt is the same engine Harry Ferguson used in his 1948 TO-20. The Rodger Roadracers were doing that with all manner of turbo/superchargers and LBC's in the 50's. Dont know of any TO20 tractor examples but I certainly wouldn't rule the existence of one out.
TOH
I didn't say it wasn't feasable (adjective
possible to do easily or conveniently. That's you projecting.
I said it was expensive. Where a pre-war gas engine is concerned, I'd go so far to say that retro-fitting a turbo is dumb.
I do not engage in semantic debates so don''t waste your time trying to distract with one.(quoted from post at 12:23:14 01/07/20)
I didn't say it wasn't feasable (adjective
possible to do easily or conveniently. That's you projecting.
I said it was expensive. Where a pre-war gas engine is concerned, I'd go so far to say that retro-fitting a turbo is dumb.
(quoted from post at 17:52:52 01/06/20)
[b:76d2231d13][color=red:76d2231d13]But that does not mean you'll have a fully functioning turbo boosted engine afterwards. Properly applied turbochargers were engineered together with/as the engine development process, not after.[/color:76d2231d13][/b:76d2231d13]
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