Follow along with the video below to see how to install our site as a web app on your home screen.
Note: This feature may not be available in some browsers.
yeah, so unless you are looking to make your peak power right at max engine RPM, don't risk going very far across the choke line
Type in "AMR500" on eBay and add two to your cart.
under $200 ea too
and is available with a 0.83 A/R housing
super easy to duct the compressor intake into the cab out up to wherever. seems like there is usually more room available in the rear though the dedicated oil pump means less likely to kill the turbo when in weird positions and you get the typical momentary oil starve on the engine 
I dunno, just a thought.
https://www.dieselplace.com/threads/turbo-specs-gm-8-hx-35-hx-40.455047/Missing some or all,
there have been thread where this was discussed, mainly the HX40 thread. Here is some stuff Ive measured or recall
Gm-8 (borg warner used on 6.5L diesel)
Compressor
Inducer: 53mm
Exducer: 75mm
Trim: 50
blades: 6
A/R:
Turbine
Inducer: 62mm
Exducer: 52mm
blades: 12
A/R: About 0.56, which is around 9cm^2 cross section area housing
------------------------------------------------------------------------------
Hx35 (holset used on dodge 5.9)
Compressor
Inducer: 54mm
Exducer: 83mm
Trim: 42
blades: 8 or 7 depending on year
A/R: 0.55
Turbine
Inducer: 70mm
Exducer: 60mm
blades: 12
A/R: Holset uses Area, not A/R, compared to Garret. Stock is 12cm^2, which if you convert to inches and divide by the Radius, you would get around 0.63
----------------------------------------------------------------------------
Hx40wII (CKO)
Compressor
Inducer: 57mm
Exducer: 75mm
Trim: 57
blades: 8
A/R:
Can also get lower 52 trim wheel with 60mm inducer and 83mm exducer
Turbine
Inducer: 76mm
Exducer: 64mm
blades: 10 or 12
A/R: 14cm^2 cross section area housing, about 0.73 A/R
---------------------------------------------------------------------------------
Hx40 (CKO)
Compressor
Inducer: 60mm
Exducer: 83mm
Trim: 52
blades: 8
A/R:
Can also get higher 57 trim wheel with 57mm inducer and 75mm exducer
Turbine
Inducer: 76mm
Exducer: 64mm
blades: 12
A/R: 16cm^2 cross section area housing, about 0.83A/R
Other wheel option is 10-blade 85mm inducer, 75mm exducerhttps://www.dieselplace.com/threads/turbo-specs-gm-8-hx-35-hx-40.455047/
Re: Boost referencing a Holley carb
-> Modified to add photos...
This is an interesting topic. I had to spend a fair amount of time researching this myself to understand what boost referencing provides in a blown application.
To start with, the term boost referencing, however cool it sounds, is somewhat of a misnomer when dealing with carburetors. It should really be called vacuum referencing or something similar since boost really has nothing to do with power valves. Boost referencing is appropriate however when talking about boost referenced fuel regulators or ignition timing, etc. My two cents <g>.
Most carburetor power valves sense vacuum levels in the intake manifold directly through a port on the bottom base plate of the carb. This is a problem with blower-mounted, suck-through carburetors, since the vacuum levels seen at the *top* of the blower do not reflect the actual manifold vacuum *below* the blower. Well see below why this is a problem and why you should really consider adopting boost referencing for your blower application.
Basically, power valves constitute part of the idle-to-WOT transition circuits within a carburetor, designed to ensure the air/fuel mix stays within acceptable limits. Too rich (excess fuel) and you'll foul plugs and over time, wash cylinder walls and rings causing scoring and premature wear, etc. Too lean (excess oxygen) and you run the risk of inducing abnormally high cylinder temperatures which can burn valves and pistons, trigger catastrophic detonation, etc. Power valves are rated in inches of vacuum (4.5, 6.5, 10.5, etc.), indicating at what point they will open to introduce more fuel into the air flow. A 6.5 power valve remains closed at vacuum levels *above* 6.5 inches but will begin opening when vacuum drops to 6.5 inches or lower. Your individual motor build (number of carbs, cam lift & duration, compression, etc.) will dictate what power valve rating you should use.
Boost referenced carburetors have a modification which supplies a vacuum signal, obtained from *beneath* the supercharger, directly to the power valve. The original base plate vacuum port is blocked and a new passage is drilled through the body of the carburetor. An external vacuum line is used to route the vacuum signal from a port on the intake manifold (below the blower) to the new direct port on the side of the carburetor. Once this is in place, the power valves in the carb can operate normally, smoothly bridging transition from initial idle through throttle opening on to main metering jet draw and WOT.
The original build on my Camaro had a pair of non-boost-referenced Dominators sitting on the blower. In addition to the overly rich eye-and-nose-searing carb settings (running 10.5 power valves on both primaries and secondaries on each Dominator), the lack of smooth transition under throttle made for some interesting stop and go traffic experiences. Think pull the pin and wait for the big noise. This is *not* the behaviour you want in a blown big block ride with 4.88 gears. Like I said, interesting :o
You can modify your existing carbs to provide a vacuum signal by blocking the original vacuum port and drilling through the side of the throttle body. I considered doing this to mine and had located a shop over in Carson City, NV who quoted $350 per Dominator to rebuild and convert the carbs. Instead, I opted for the newer Holley 4150 HPs because I wanted to change the profile and look of the engine / hardware. If not for the purely cosmetic considerations it would have been well worth the dollars to do the conversion on the original Dominators. So user experience (drive-ability, etc.) and risk mitigation (avoiding a fatal lean condition for your blower motor) are strong incentives to modifying your carbs.
Please feel free to contact me if I can help out with your application.
Here is a current view of my ride:
This is what the original build looked like with the 4500 Dominators - very 'in your face':
Here's a shot of the current build - much cleaner, and a lot better behaved (taken at the Good Guys event in Pleasanton, CA, Mar 2007):
I have one of the early Weiand blower intakes on this BBC, produced without a boost/vacuum port in the casting. I had to drill and tap a port, as seen below (in the newer manifolds there is a port available back near the distributor):
This is a view of the boost-referenced Holleys as installed. I'm certain you could duplicate this on a standard Holley carb pretty easily:
http://www.mustangandfords.com/how-to/engine/m5lp-0906-gt500-supercharger-tests
I have an EFI 460 in my Kaiser military truck (M-715 1-1/4 ton) that I recently converted to mass-air. The computer and wiring harness came from a 1996 F-350 California/Massachusets emissions truck. The conversion was prompted partly from my desire to have Mass Air (for future engine mods) and need to add wiring/change EEC-IV processor to support my recent swap from C6 to E4OD.
The results were worth the effort. I can't believe how much better the engine runs with the EEC-V processor. The idle is smoother and WAY, WAY more stable. The EEC-IV (1993 harness/'puter) would routinely have hunting idle issues and/or stalling while in gear no matter how I had the TPS, minimum airflow and timing adjusted. I made no adjustments or chages to the engine, just swapped wiring and 'puter and all those problems went away! The other thing that's gone is a tendancy for the speed-density system to run rich at idle. BTW, the motor is internally stock. I have some intake mods (see below) and the exhaust consists of Heddman EFI 460 headers (crap, BTW, Banks are MUCH better), Flowmaster Y pipe (dual 2-1/2" to single 3-1/2"), mandrel bent 3.5" tubing and single Edelbrock 3.5" in/out Victor 409 stainless muffler. I run 39.5" swampers with 5.13's and a Detroit Locker out back. I have no problem lighting up the back tires at will with this setup and outrunning just about anything that isn't a "performance car or truck" from a stop to about 30-40mph. Oh yeah, the motor is a VERY tired 1987 longblock that has low compression in two cylinders and burns about THREE QUARTS of oil per 30 gallons of fuel! (Part of the credit goes to the fact that an M-715 isn't much heavier than a 1/2 ton pickup at 5,500#.)
Here is a short list of parts used to make the swap and some install notes:
1. Engine wiring harness is 1996-97 F-350 7.5L CA/MA emissions.
2. MAF from aforementioned application (6-pin plug) or earlier Lincoln Mark-VIII (4-pin plug). Both are 80mm MAFs and appear to have the same MAF curves. I have two different harnesses made so I can use either MAF and the engine runs identically on both. Also, my research seems to indicate the 1996-97 460 MAF is the same part number as the MAF on later Mark VIII's. Apparently that's when they went to the 6-pin Sumitomo connector. The part # on the 1996 460 MAF is F50F-12B579-AA, which supercedes to F50Y--12B579-AA, which supercedes to F8LZ-12B579-AA (notice the latter is a Lincoln part #?). I did not use the air intake plumbing that came with the MAF, but the airbox lid appears the same as other MAF-equipped F-series trucks and Broncos however the intake elbow and "Y" pipe is larger to accomodate the bigger MAF. I already had a custom intake which consists of a Lincoln Mark-VII (not a typo, Mk7) airbox, 80mm MAF with MAF adapter, 80mm to oval intake elbow from 1999 Lightning, and BBK dual 62mm Throttlebody for 4.6 Cobra/6.8 V10.
3. EEC-V processor from 1996-1997 F-350 or E-350 7.5L CA/MA emissions. The original computer I used was from a F-350, catch code "FEZ2", engineering #F6TF-12A650-AMC, service part #F6TZ-12A650-AMD. That one had a bad SS2 driver and was replaced with one from a 1996 E-350, whose #'s I don't have handy right now. The interesting thing to note here is the 1996-97 460 MAF F-trucks did NOT have air injection, but the vans DID. The F-truck engine harness had plastic caps over the TAB/TAD solenoid plugs. My truck does not have to have air injection so it was removed to make room for a second A/C compressor. When I switched to the van computer I had to add 1.2k ohm resistors across those plugs to eliminate the trouble codes.
4. These computers/applications are OBD-II. That means an OBD-II DLC (data link connector) instead of the EEC-IV "STAR" diagnostic plug. It also means some additional emission control hardware. First there are THREE heated O2 sensors. They are Bank 1 Sensor 1 (Right manifold), Bank 2 Sensor 1 (Left Manifold) and Bank 1 Sensor 2 (after cat). The first two are similar to the 5.0L Mustang setup. The 3rd is for measuring catalyst efficiency. At the present time I don't have the 3rd hooked up and have no problems other than a couple codes that set. I have already wired up a dummy load to simulate the heater circuit which takes care one code. I and still working on a "o2 sensor simulator" which mimics the signal generated by a "real" after cat o2 sensor. These are readily availbale for purchase already, BTW. The O2 sensors are the 4-wire type, some compatible parts #'s include: Bosch (autozone) #15717 $49.99 10" wire, Carquest #75-1649 $49.66 16" wire, Carquest #75-1651 $48.14 6" wire.
5. A PWM EVAP purge valve is used, like other OBD-II Ford trucks instead of the CANP valve on the left side of the engine. There is no fuel tank vapor pressure sensor, however. You can omit this and put a 1.2K dummy load on the plug but it will still set a trouble code. Apparently, the EEC-V opens the EVAP purge at idle and checks for an idle speed fluctuation. Lacking this fluctuation, a trouble code is set. No real problem and easy enough to convert to the new style Evap purge valve.
5. A Flow-sensing EGR system is used instead of the EGR lift sensor, again like other OBD-II Ford applications. This system measures the pressure drop across an engineered restriction in the EGR pipe between the exhaust manifold and EGR valve. The good news is you can rewire the plug and connect it to the old style EGR lift sensor (EVP) and there seem to be no ill effects -- the EGR works, the engine runs fine (no surging or pinging) and no trouble codes are set.
6. A "Misfire Sensor" has been added. It is basically a VRS Crank Position sensor like other Ford engines, except with a 4 tooth wheel instead of 36-1 teeth. The front timing cover was redesigned to provide a mount for this sensor and the 4 tooth reluctor is pressed onto the crank balancer. The new timing cover is easy to identify as it has no fuel pump opening on the left side (which previous timing covers had a block-off plate there). The good news is it is NOT NEEDED for the engine to run as the primary timing signal is still the PIP sensor in the distributor. The bad news is it will set a trouble code if not connected/not functioning. My engine has been running fine without it for months and ignition advance works fine.
7. This system *IS* SFI (sequential injection). The computer is pre-programmed with the correct engine firing order and will work fine as long as your distributor reluctor is the "Signature PIP" type. Most EFI 460's have the correct reluctor, which is easy to identify by 7 wide teeth and one narrow one.
8. This system uses the newer BLACK TFI-IV ignition module, and NOT the Grey one. They are NOT interchangable, but the engine will run with the wrong one but may exhibit hard starting and misfire. The big difference is the BLACK modules rely on the EEC processor to control dwell, the GREY modules control dwell internally as a function of RPM. The other difference is one of the pins changes functions. On the GREY modules, one pin is hot while cranking to increase dwell to make the engine easier to start. The BLACK modules use this pin to internally generate the IDM (Ignition Diagnostic Monitor) signal the EEC uses to make sure the ignition is working correctly.
9. This system uses an airbox-mounted IAT (Intake Air Temp) sensor instead of the manifold-mounted one. The connector is the "new" style Sumitomo type instead of the traditional Ford round 2-pin. The two styles of sensors appear to be electrically identical, but failure to move the sensor to the airbox will result in artificially high readings and fueling/timing errors (ie ignition retard when air temp is very high and engine is under heavy load).
10. A few other sensors have also been updated to the new Sumitomo connectors. They are: ECT (Engine Coolant Temp) and TPS (Throttle Position Sensor). These new style sensors are used on most other Fords 1996-up.
11. The EEC-V expects a 8k PPM (pulse per mile) VSS (vehicle speed sensor) signal from the PSOM (speedo module) just like other EEC-IV equipped 1987-1997 F trucks (and unlike other EEC-V applications that use a 16k or 40k PPM VSS signal). It is also compatible with the Ford VRS (variable reluctance sensor) speed sensors. I was able to use a F-450/550 extension housing on my E4OD which has a OSS (Output Shaft Speed) sensor boss in it (and is also a much stronger cast iron part, instead of cast aluminum as the F-150/250/350 housing are). I had a 3 tooth reluctor made that is an interference fit on the E4OD's output shaft (the F-550's had a 18 tooth reluctor and matching splined output shaft). The result is a perfect 8k PPM signal to feed to the EEC-V (and Ford Cruise Control module) that is independant of the transfer case low range gearing. This means the shift scheduling is not affected by using low range even though my truck has two different low range ratios (2:1 or 4:1), none of which match the stock BW t-case ratios.
I have some pics here: Mass air 460 pics
and here: 460 mass air EEC-V and ouput speed sensor
Feel free to ask any questions as I plan to be asking some questions of my own about my engine build-up. The MAF setup came complete with a 1996 460 engine (fan to flexplate) that I'm planning to turn into a firebreathing 513+ci monster.
