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I been think about a turbo for my trooper I have a couple of question.On the fuel management they have 12 :1, 8:1, 6:1, 4:1 which one do you used.Do you have to still used your catalytic converter and your two 02 sensor.Does anybody know the diameter of the exhaust manifold is.

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I can't help you on the tech specs but I can say that putting a turbo on my Trooper 2 yrs ago was the best single modification I have done. The improvement in drivability is staggering. My system was installed by Scott at Unleashed Motorsports in Cottonwood, AZ. I don't know if he is still up there or not. The catalytic converter and O2 sensors are all stock.

Randy

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I been think about a turbo for my trooper I have a couple of question.On the fuel management they have 12 :1, 8:1, 6:1, 4:1 which one do you used.Do you have to still used your catalytic converter and your two 02 sensor.Does anybody know the diameter of the exhaust manifold is.

Scott in AZ uses 12:1 on his turbos. He also uses 2 fuell pumps to get the fuel pressure up 130-140 pounds. I have a Vortech fuel management valve that I am no longer using. It's nearly new. Also have the kit for changing the fuel ratios 12:1 10:1 8:1 6:1 4:1. I'll sell it for $125 with the kit if your interested.

Lenny

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I can't help you on the tech specs but I can say that putting a turbo on my Trooper 2 yrs ago was the best single modification I have done. The improvement in drivability is staggering. My system was installed by Scott at Unleashed Motorsports in Cottonwood, AZ. I don't know if he is still up there or not. The catalytic converter and O2 sensors are all stock.

Randy

Do you know what kind of power you put down to the wheels before and after the turbo? Has it been dyno'd? Do you think it added power lets say lower than 2500 rpms?

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Do you know what kind of power you put down to the wheels before and after the turbo? Has it been dyno'd? Do you think it added power lets say lower than 2500 rpms?

No dyno info.

I can tell you that because of the close gearing of the transmission, there never seems to be a situation where boost is unavailable. I can feel and hear the turbo at lower RPM's, but the boost guage is around 0, so it does not seem to measure any output until around 2200 - 2500 rpm.

In fact, I dialed it down from the 10lbs I was getting to around 7lbs so that on long grades/hills (like Oldsmobile at Glamis) I could stay in the throttle. I was haveing to feather it at 10lbs because it would try to spin through the rev limiter (6000rpm) too quickly.

The best part is I do not have to concern myself so much with weight. I can carry the spare, use Maxxis Bighorn tires in all conditions, even deep sand at Glamis, bring my wife and dog, etc, etc. Just more enjoyable all the way around. But I am not a racer, I am in it for the long haul. I use the power to get where I am going, not to see how fast I can go.

Randy

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No dyno info.

I can tell you that because of the close gearing of the transmission, there never seems to be a situation where boost is unavailable. I can feel and hear the turbo at lower RPM's, but the boost guage is around 0, so it does not seem to measure any output until around 2200 - 2500 rpm.

In fact, I dialed it down from the 10lbs I was getting to around 7lbs so that on long grades/hills (like Oldsmobile at Glamis) I could stay in the throttle. I was haveing to feather it at 10lbs because it would try to spin through the rev limiter (6000rpm) too quickly.

The best part is I do not have to concern myself so much with weight. I can carry the spare, use Maxxis Bighorn tires in all conditions, even deep sand at Glamis, bring my wife and dog, etc, etc. Just more enjoyable all the way around. But I am not a racer, I am in it for the long haul. I use the power to get where I am going, not to see how fast I can go.

Randy

Is 5th gear 1:1? Just to know for when I dyno mine?

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No dyno info.

I can tell you that because of the close gearing of the transmission, there never seems to be a situation where boost is unavailable. I can feel and hear the turbo at lower RPM's, but the boost guage is around 0, so it does not seem to measure any output until around 2200 - 2500 rpm.

In fact, I dialed it down from the 10lbs I was getting to around 7lbs so that on long grades/hills (like Oldsmobile at Glamis) I could stay in the throttle. I was haveing to feather it at 10lbs because it would try to spin through the rev limiter (6000rpm) too quickly.

The best part is I do not have to concern myself so much with weight. I can carry the spare, use Maxxis Bighorn tires in all conditions, even deep sand at Glamis, bring my wife and dog, etc, etc. Just more enjoyable all the way around. But I am not a racer, I am in it for the long haul. I use the power to get where I am going, not to see how fast I can go.

Randy

Randy,

How has the powertrain held up with the turbo? Also, there is already cooling issues in stock form. Are those compounded with a turbo?

Thanks,

Paul

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Randy,

How has the powertrain held up with the turbo? Also, there is already cooling issues in stock form. Are those compounded with a turbo?

Thanks,

Paul

I have never had any heating issue of any kind. When I thought I had heating issues when I first got the Trooper, it turned out to be the guage calibration. Since that was resolved, it stays right in line. I live in Phoenix and spend a lot of time in the desert so I would think I would push the heating issue as much as anyone.

I replaced 1 CV Axle (not sure it really needed it, but rebuilt left rear bearing and wanted to be conservative) and upgraded to the CV driveshaft. I always use 4wd to balance the load on the output shaft which I was told is a weak spot. But other than that, just normal upkeep and adjustment. I have over 2500 km on the buggy and probably more than 1500 km of that was after the Turbo install.

I am a pretty conservative driver, (my wife is usually with me to keep me in line), but I still get into situations where I use every bit of power/suspension that I have.

Randy

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