Turbochargers

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by Hugh Maclnnes

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TIIBLE 1I1111111TEIITI Introduction .... · Supercharging & Turbocharging .. Turbocharger Design . . . . . . . . , ChOOS'lng the Engine . . . . . . . . . .

... 4

. .. 6 .. 12 .. 27

Chaos n9 the Turbocharger . . . . . . . . 32

Ca rburet ion & Fuel Injection . ..

. .. 49

19niticr. . .

. .. 64

Exhaust Systems. . . . . Lubrication

. ... 67

. . . . . . . . . . . • . . . . . 74

Contr~ls

... . Intercooling . .

. ..... 78 . . 91

Marine Engines.

. .... 97

Two -S troke Engines . . . . . . . . . . . . lOO

High·Altitude Turbocharging.

110

Installations Do's Don'ts & Maybe's . 119

Tractor Pulling . Maintenance. . . . . ..

· . 128

. ..... . · . 132

Kits &fWhere to Buy Them Exhau t EmisSions ..

.

Water nlectlon .

· . 136 · . 152 . 157 ...... 160

Motorcycles .. Turbocharging the Indy Engine

.. 163

Appenrix. . . . . . . . . . .... 168 GIOfsary . . . . . . . . . . . . . 168 Symbols . . . 169 Y -rabies .... 170 Alti;tude Chart .... . 172 Turbocharger Failure Analysis ... 173 Acknowledgements .... .. 174 Compressor Selection Chart. . . 175 Horrepower Increase Chart .. · . 175 Manufacturers & Distributors. · . 188 , Kit Makers & Instaliers ... . 192

Editor & publisher: Bill Fisher

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COl/er design; I Josh Young BtOk design & assembly: Nancy Fisher Text & caption typography ; Lou Duerr, Marcia Redding

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"Hurry Round Hondo" jet boat is Gale Banks Engineering's racing test bed. Engine in hull is same as the one on the cOl/er of this book. Boat holds A.P.B.A. "K" Class (un· limited) Jet Boat 1600 meter course record: 1 12.5 MPH for 5 miles. Boat also won 1975 Jet Boat Nationals. Stock bore & stroke 454 CID Chel/rolet big·block produced 1,067 Ibs. ft. torque at 8,300 RPM; 1,687 HP at 281bs. boost with straight alcohol. Engine equipment includes Carillo rods, forged pistons with 1.094·inch Chrysler Nascar pins, Iskenderian roUer camshaft and rocker arms, O·ringed block and heads, polished combustion chambers, stock ports, 7116-inch push rods. TE0-691 turbo· chargers and the 2·3/8 inch wasteyate are AiResearch units. Banks' shop did the blueprinting and assembly and supplied the stainless·steel exhaust system featuring O·rings on cast stainless header flanges and expansion bellows to prel/ent stress cracking. No intercooler was used in this configuration. Boat photo bV A. Bond.

ISBN: 0-912656·49-2 Library of Congress Catalog Card No. 76·6002 H. P. Book No . 49 © 1976 Printed in U.S.A. 676 H. P. Books, P. O. Box 5367 Tucson, AZ 85703 602/888 ·2150

Figures: William Pine, Erwin Acuntius Cdl/er photo; IPhotomation Photography: Hugh Maclnnes. Bill Fisher. Howard Fisher, others

2

An independent pUblication -nO! asso· ciated with AIResearch Industrial Division of Garrett Corporation, Rajay Industries. Inc., Schwitzer Corporation. Roto.Master, or any other rurbocharger manufacturer or installer. or kit builder.

NOTICE: The information con tamed in this book IS true and complete to the best of our knowledge. All of the recommenda· tions on turbocharger sizing. matching, in· stallation and use are made without any guarantees on the part of the authors or H. P Books_ Because design matters, engineering changes and methods of appli· cation are beyond our control. the author and publisher disclaim any liability in curred in connection with the use of this dara or specific derails.

AlIi$On 1720 CID engine turbocharged by Skip Cooley might end up in an unlimited hydroplane- or in a tractor-pulling contest. Either W;:Y'I,~:,~~::;4;;OO~ 0 HP on methanol fuel. Ai Research T18A turbos, Schwitzer waste gates and Aviaid scavenge pumps are part of the packl i the old gear-driven supe rcharger gains 200 HP. Bellows connector to turbine still needs to be connected here. age.

USAC Ford Race Engine 159.5 CID produces 700·900 HP. It won all USAC 500mile races from 1969-71. Now built as the Foyt engine, this is typical of the' V·8 powerplants used in some USAC Championship Cars. Photo by McGuir. Studio.

3 ,

introduction to my book, Select alld Install Turbochargers, it slllrted out as a JO-pagc but kept growing. By the time it had grown to a J 44. After three years, it was due

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This book started out as . It soon became apparent 1 new items were being added it far more than a simple rcvi, I decided to star!

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3.2 350 CID ENGINE AT

3.' 350CI D ENGINE A T 5000 RPM 8. 18 PS I

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Figu re 50- AiResearch T04B V·, Trim compressor m ap

Chuck Sarson started with a car like Tom Keosababian's, but with a differe nt aim in mind. Chuck's Corl/air held the AHRA National Record for Formula I R/Stoc k at 12 .60 seconds and 114.79 MPH for the quarter-mile drags. Chuck built his own waste gate (page 8 1 in Conirols chapter) and his own water-injection system.

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falls in n area of better than 68% efficiency. iotting this point on the Schwitzer

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Ther is no set rule on how to arrive at a perfec match, and each application must be matd ed either by "cut and try" or experie ce. This is where the seleo:;tiull chart at e end of this chapter will prove very use ul. The fellows who supplied the informa ion have done it based on :Ietual experie 'e. The main thing is to know which w y to go after some results have been ob ained. The rst requirement is to find out how mu 'h air will flow through lhe engine a maximum speed. This leads to the gues ion: What is the maximum speed? In gener 1, the cam will determine the best engine seed and the turbocharger is matche lo increase output at that speed. One con ment along this line is that a turboch' rged engine does not always require· s much valve overlap as a naturally-asp raled engine. Too much overlap can actu lJy redw.:e the output by cooling down Ih exhaust gases, which in turn will slo down the turbine and therefore PTOducetess boost. As n ntioned earlier in this chapter, many t rbocharger enthusiasts don't like the idea of going through a lot of calculations to determine which size unit to use for thei particular application. For those who are interested, the following example goes thT ugh the whole process longhand and I u d this kind of calculation to derive tI e charts at the end of the chapter. First of all, we must start with some known uantities:

Engine ize

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PATH FOLLO\NEO DURING EXTREME ENGINE ACCELERATION

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include a power system, accelerator pump or idle system. The main problems with carburetors and fuel-injection systems are: They were invented before the turbocharger became readily available for gasoline engines, and, therefore, do not take into ae;1

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AVCo-i YCOming TIGO-541_ Geared 541 CID aircraft e ngine produces 425 HP with single Ai Research turbocharger.

Typical arrangement of Rajay dual turbochargers on a six-cylinder-opposed aircraft engine.

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1 112

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Rajay Installation on a Piper

113

When t le airplane continues to climb altitude (critical altitude), the above engine ill start 10 lose power because the tur ocharger can no longer deliver air at Sf-leVel pressure. This critical altitude w' I vary with the engine and Ihe turbod arger used. It is easy to attain a

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critical ltitude uf 15,000 feet and turbo-

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charge engines with correct intercooling have be n able to deliver sea-level naturally

aspiral power at 40,000 feet. If a ehicle is to be used only at a cer· tain altj ude, and sea-level power is to be mai taioed, then the turbocharger should e matched to deliver 30 inches Abs. If he engine must operate over a broad r4nge of speed maintaining 30 inches intake-J~:mifold pressure, then a boost con· trol silo Id he used, sec Chapter 9. If the engine i 10 be operated at several different altitude, an aneroid-type control should be used to prevent overboosting at lower altitude. These ,,~

70

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ALTITUDE 1000 FT. Figure 126-Naturally-aspirated engine output at various altitudes

Figure 127-Free-floating turbocharged..engine output at various altitudes

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vides seil·level cruise 275 HP performance at 19,500 feet altitude. Single Ai Research

turbo is used.

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ALT ITUDE 1000 FT.

Figure l2B-Comparison of naturally aspirated and free-floating turbocharged engine output at variou s altitudes

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20.15 == 81.5%

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of sea·1 vel power, scc Figure 128. Because of the ability ofa free·floatin g turbocl/arged engine to compell sat e for al least part of the power loss due to altitude. a turbocharged engine with the same sea· level p6wer as a 1lcc IJIOr spOrt in the United Stales and (:amHJa in spite

Jr the fact that most people on the

west {loa Si llave never heard of il. The National Tractor Pullers Assodatioll

(NTPA) h:ad more than a million persons at SJnctioned meets during 1973 with \o tal purses of over S400,000. nlis increased to over S6oo.000 in 1974. Because some reade rs are probably sayi n ~, "\\fha [ is a tractor-pulling chapter doing in a lurbocharger book'!" some eXPlar tion is necessary. Information

128

-.

~uppJied by the NTPA slates that the first rel.:orded tractor pulls were in the year 1929 in Bowling Green, Missouri, and MO/lSviHe. Ohio. The trac tor started out pulling u sled loaded with stones. As the sled was pulled along the course, a man climbed un it every 10 feet, so if he pulled the sled 100 feet he had the weight of the sled and stones plus the additionul weight of the ten men. This continued until the tractor stalled, and in the early days, it was jus t that. As the the years went on, Ir;tctors became heavier

and more puwerful 50 it was neCe5S: ellls of throttle hesitation, 1ag, poor idl ,e tc. By means of this specially designe~ (patcllIed) valve assembly, the Turbo·MoUule permits the fuel/ai r mix 10 pass directly through tllC carhu relor and into!the intake manifold during nonturbocharged operations thereby providing a Sh~ lrp, crisp throttle response and all o f the S1 100 tll idle characteristics of the stock-cn ine configu ration . Only when the com Tessor is providing supercharged power d 's the fucl/a ir mix P:l$S through the !urbbch:lrgcr." , Accel offers a number of complete street and competition installat ion kits for pOP~ll ar engines. These include small·block Chcvrole l , Chrysler ~nd Ford Y·S engiiles. Pinto. Vega and Dudge Cult. A UnivCjrsul Turbo·Module kit, Figure 138, petlllits installing:l turbo o n must Y·8 enS l1es. This type kit requires a !Wle III re work and know·how un the part of he engine builder, hut it is far more n~ible and allows the kit to be used on ll:lny engine varia tions. Adap lers and nan cs are available 10 simplify Ihe instal1:1tt-111. Results of a Univers:ll TurboModulc n a 350 CID Chcvrolel arc shown i Figu re 139 . Accc 's development group has spcnt conSiderrblc time :Ind effort to offcr desirahl turbo-rela ted accessories, such 1 as w:lte~.injection kits, ignition·retard kits, va riable-boost-control kits and waslcgatcS. As anyone who has dabbled in the world of turbocharging knows, thoso can pco" to b, god.,ods.

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Figure 139- Test results of Accel Turbo·Module on 350 CID Chevrolet

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Each I hear of a new company in the turbOcharger-kit business, I immedi · ately contact them so I can pass the information along. No doubt some kits are being produced and sold without my knowledpe but I have included all of those I knew about when we put this book to press.

Pressure-retard vacuum-advance mechanism by Accel retards ignition 1° per pound of boost to a maximum of 8° retard.

137

Street turbo system by Accel for 1600- 230Occ engines.

Vega competition kit by Accel uses 500 CFM Holley two·barrel on angle adapter. Because inlet and ex haust are on same side of engine, turbo outlet connects directly to intake manifold through one of Accel's many standard adapters.

I

138

Accel competition kit for Pinto.

BROAOSPEED SOUnIAM, WARWICKSH IRE,

ENGLAND The ability of Ralph BrO:td 's firm to produce results is known Ihe world over. They h'f/e been responsible fur winning

many n,hiolllll und inlcrIl finl1 !1iIS devduped kits fOf the

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146

BMW 2002 and the Opel Manta . On ;1 BMW installation. a large SU cak power beillg nearer 6000. On the ManIa they use a similar system. 0 100 time is 19.2 seconds and the liP is lip frOI11 80 to a conservative 160.

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Figure 149- Ak Miller 2000cc Pinto Kit installation

AK MILLER ENTERPRISES PI CO ~V ER A , CALI FORNIA Ak ~iJler ;lIld his cohorts, JAS

•• I the record for the class at Bonneville in August 1974. He ran over 170 MPH that year. He used t wo Rajay turbochargers and two propane carburetors. Wate r for injection comes from a valve on the firewall to each compressor inlet.

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BRAKE MEAN EFFECTIVE PRESSURE-PSI

Figure 153~Variation in maximum BMEP without detonation by enriching mixture and with wa er injection. Fuel was 87-octane gasoline.

inducti1,n pipe which served to suppress detonat on, in part by the inter-cooling it provide ,and in part by the influence of steam a an anti-detonant, and so allow of further upen::harging. This was continued progress'ively, admitting just sufficient water ajeaCh stage to ward off detonation until a MEP of 290 pounds per square inch wa reached, which was found to be the Hmi of the dynamometer. At the same ti e, it was noted that, with the addition of water, the influence of steam as an anti-knock allowed the fuel/air ratio being much reduced. From this curve, F gure 153, it will be seen that under t ese operating conditions a limiting BM P that could be reached with 87 octane etrol alone at an economical mixturelstrength was 168 psi. By enriching the mix ure to the limit of usefulness, the BM P could be stepped up to 237 psi. By he introduction of water, it could be furth r stepped up 290 psi and probably more; a' the same time the fuel/air ratio could be reduced once again; in fact with water inf"ection, no appreciable advantage was fou cl from the use of an overrich fuel/air nixture. It will be noted that the total sp ific consumption of liquid, i.e., 158

fuel plus water, is not so very much greater than when running on 11 very rich mixture of fuel alone." "The slope of the curve of maximum cylinder pressure is interesting in that after the injection of water, it no lOllger rose but evell tended very slightly to fall, and the same applied to the gross heat flow to the cooling water which reached a maximum at a BMEP of about 230 pounds per square inch, and thereafter fell ofr, until at a BMEP of 290 pounds pe~ square inch it had fallen to the same level as that of 170 pounds without water injection," The result of this kind of test will vary with engine speed, engine size, compression ratio, fuel octane etc. These variations are not important as far as the principle is concerned. The main thing the curve shows is detonation may be prevented up to a certain point by fuel enrichment, but after that point, water or water-alcohol injection must be used. Water is usually combined with methanol (methyl-alcohol) in proportions up to 50-50 water-methanol to increase the volatility of the injected mixture-and

therefore its cooling effect-to add part fuel instead of all water for further horsepower increase, and to eliminate the possibility of the water freezing on a cold day. Harry Ricardo, again quoting from his book, Tile Higller Speed Internal Combustion Engille, says "Higher percentages of methanol are not desirable because methanol, itself, is prone to pre-ignition." Tests made in 1971 by Ted Trevor of Crown Manufacturing showed that mixtures containing mOre than 50% methanol provided no additional HP gains over a SO/SO mixture. Dick Griffin confirmed that 50/50 is practical in his tests which were made several years earlier. Opinions vary as to the amount of boost pressure which makes water or water/alcohol injection mandatory. Some say any boost over 5 psi should be accompanied by injection. Others claim that 8 psi is where the "borderline" begins. And, we've talked with some racers who felt 15 psi boost was a good ph:.ce to start using water injection. As the saying goes, "Circumstances alter cases." Obviously, a higher compression ratio or advanced spark will require such injection at a lower boost pressure than would a lower c.r. and lesser spark advance. If detonation is occllring at a particular boost pressure and RPM, then water injection should be started prior to the onset of detona· tion. Should detonation occur, ins essential to back off on the throttle instantly because sustained detonation will destroy the engine very quiCkly. In any case, water should not be injected at a manifold pressure much below where it is needed. If injection does not take place below 5 Ibs. boost, there will usually not be any loss of power due to the cooling effect. It should be noted that engines which are equipped with water-injection will be unusually free from carbon when torn down for inspection or repair. Pistons, combustion chambers and valves all stay remarkably dean with water injection. As a side benefit, spark plugs last longer too_ At least three types of water-injection systems can be considered-and probably a lot more types that I did not think of as this chapter was put together. Two types apply manifold boost pressure to the antidetonant liquid to push the water through a tube to the carburetor inlet, Crown Figure 154, or through a fitting in the

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carburet r base-Griffin Figure 155when b os! occurs. Crow 's system uses a vent at the carburetor ir inlet, alongside the injector outlet jet. is vent bleeds off pressure applied 0 the tank so injection does not start unrI after boost pressure has reached several p i. The boost pressure at which injectio begins is tailored by the size of the restr ctor jet in the vent line. A thi d type turns on a constant-pressure win shield-wiper pump when a pres· sure swi ch on the intake manifold sees 5 psi bo st--Ak Miller. Figure 156. This system i probably the most economical because t can be made by modifying an electric- pe windshield washer with the pump in the reservoir. All that is needed is a pres lire switch and a tube to the carburetor. A modification of this type could use wate stored under pressure and a solenoid valve aduated at 5 psi by a pressure swi ch on the intake manifold. From these variations you can develop many ot leT combinations depending un your im- gination, pocketbook and inclination low Td time and experimentation. Doug Roe uses a slightly different approac to the problem by sprllying water in 0 the cooling-air stream of a COTvair ngine. 3/16-inch V-type "shooter" or spray tubes with O.040-inch orifices are local d at the fronl and rear of the cooling- n inlet and are supplied with water w en boost pressure reaches 5 psi or more. Roe's system uses boost pressure to ove the water, but a windshieldwiper pu p actuated by a manifoldpressure witch could be used instead. Also, thi type of system could be augment d by using water-injection into the mani old with the air/fuel mixture. Tom eosababian ha~ clearly shown what can be done if water injeo:tion is used to i s limit. His 1965 Corvair is a street m chine with stock suspension. He used wo stock Corvair Rajay F turbocha gers. Water was injected into each co pressor inlet from a valve mounted on the top of the firewall. Carburet on was two Impco CA425 Propane ixers. This s tup with a few other goodies such as a Mallory distributor and transistor ignition roduced 450 HP@6,7ooRPM and ran 176.125 MPH at Bonneville in 1974. H showed it is possible to break a record w thout spending a fortune.

_BOOST AIR CLEANER CARB

CHECK VALVE WATER

VENT RESTRICTOR ORIFICE

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Figure 154-Crown water·injection system

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Figure 155-0ick Griffin water-injection system Figure 156-Ak Miller water-injection system CARBURETOR

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WATER

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2. Turbocharging a motorcycle engine may involve all the same basic principles as any olher engine but the problems associated wi l h it arc quite unique. Starting wIth turbocharger size, even the smallest models manufactured by AiRese~rch. RajilY :lIld Schwitzer are really t!)U large even for the Hnley D:lvid· son Elec tra Glide but in spite of this many installaliollS have been made which give ou tstanding results and several companies are now in the business of producing bolt,oll kih for turbochargers. I f Schwitlcr w,Juld produce the prototype turbocharger shown in Figure 157 mounted on a PC/ler Diesel Engine, we co uld almost ~urbocharge a brge-si?e lawn mower. The mllollnt of lubrio.:aling oil used by a turbocharger complIred 10 a passengercar engine, even a small one, is so insignificant that it is rarely necessary to add ally capacity to the engine oil pump_ This is not so on a motorcycle engine where the half gallon a minute used by a turbocharger may be enough to lower the oil pressure to the rest of the engine when it needs i1 the most. For this reason it is advisab e to have a good oil-pressure gage on the bike and if there are signs of oil st:l rvation. a I:lrger oil pump should be installed _ In Chapter 8 on Lubrication. the increase in oil temperature due 10 the turbocharger bearings was discussed. T his ca.,. also be a serious problem beCause Ule capacit y of the oil sump in the motoccycle is limited. If possible, it is desirable to put:1II oil cooler on the system. Some lllotorcycles are equipped with distributors simila r to those used on passenger ca rs while others have a very simple breaker device which fires al the top of the exhaust stroke as well as al the top of the compression stroke. This apparen tl y does nOI give any problems on a naturallyaspirated engine. However, on a turbo· charged engine there is the possibility. particul:lrly at wide.open throttle and high

160

engine speed. for the intake-manifold pres· sure to be greater than the exhaust-manifold pressure. Under these conditions when both the exhaust valve and intake valve are open at the top of the exhaust stroke, air/fuel mixture will be blown into thc combustion chamber and ignited by the plug. T hi~. of course. will cause severe b:lck firing and loss of powe r. When thi~ happens. it is necessary to illst:lll :Ill :lutomotive-Iype distributor in place of the breaker points. A rour-cylinder engine with an intake 0 stroke every 180 will cause an al most uninterrupted flow from the compressor disdwrge :lnd therefore not much volume is required between the compressor hOllsing and the intake ports. A two·cylinder engine. on the other hand. does not necessarily have an intake stroke every 0 360 and even if it did. the int:lke stroke 0 would b stless th3n 180 and air in the pipe between the compressor discharge and the intake ports would be stagnant h:llf the lime. For this reason. it is :ldvisable to have a plenum chamber on the intake manifold on a two.cyli nder engine. The volume of :Ill the pipes from the compressor di!iCharge to the cy linder heads should be at least twice thc volume of a single cylinder and preferably three times:ls great. If the volume is not great enough. intake-manifold pressure will drop off at high engine speed even though the flow is far below the capaci ty of the compressor. We are so used to seeing one exhausl stack for each cylinder and one carburetor for each cylinder of a naturally-aspirated bike, it may be hard for the uninitiated to believe a simple exhaust system , where all lIle cylinders are con nected into a single pipe and a simple intake system where a single earburelor is used, can give much better performance just because of a little gadget called a turbocharger. J can assure you this is the case . Bi1l l lahn of American Turbo Pak has been able 10 get perfor·

malice out of his 500cc Hondas in s treet trim which is scary to say the least. Figure 15 8. The nice thing about the Honda layout is that the original designer must h:lve had turbocharging in mind because it fits in so neatly. The only thing notice· able as it drives by is the lack of exhaUSt pipes. Figure 159 shows how the various parts of the Honda 500 kit are mounted. The 750 kit in Figure 160 is almost the same bul the intake manifold must be con necled to the engine by hoses rather than bolting directly. If the performance on the stock Honda with a turbocharger is nol enuugll. American Turbo Pak offers other goodies such as heat-treated connecting rods for those wh o Walltto go all the way . Bill built one up with 8 11 ec displacement which r~ll lhe quarter mile in 10.6 seconds at 139 MPI!. It is possible 10 turbocharge a two· stroke-cycle mOlOrcycle but the lack of an oil pump makes it more difficult. This is covered in Chapter 12 on Two-Stroke Engines. and poses many more problems than a four·stroke engine.

Figure 157-Schwitze r's smallest cxperimental t ur bo on a Petter 16 CID diesel

500 CC HONDA TURBOCHARGEO BY AMERICAN TURBO·PAK TURBOCHARGED 500

RPM

4870 5350

6850

DYNO HORSEPOWER AT LBS. BOOST TURBOCHARGED 18.7 21.2 24.5

6350

27

6820

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Figure 158- Turbocharged performance of 500cc Honda with American Turbo-Pak kit

Figure 159- Exploded view of American Turbo -Pak Honda 500 kit

500

161

, ~Q,

750 Figure l60- Exploded view of American Turbo·Pak Honda 750 kit

Blake Enterprises of Muskogee. Okla· homa, have a kit fo r the slock l-l Kawasaki . Bill Slake says it starts to get boost at about 5000 RPM and reaches approximately 18 psig at 8,500 RPM. It can easily pull 10,000 RPM in firth gea r and de pending on gearing. tires and fai r· ins will run 15010 190 miles per hour in street trilll. This kit goes alt the way with water-alcohol injection, pressure· retarded spark and a sepa rate pump and oil filter. Anyb udy fo r IT Sunday drive in the country? The present kit has an electric oil pump but Bill is worki ng on a c rankshllftdriven pump Wl1ich will be offered when devclopulcn l is completcu. Figure 161 shows wlWI this ki t looks like before boltillg on the motorcycle. Because the engine layout is sim ib r to Ihe Hon d;J 750, the turbocll-E. l\\'I.

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"Erl,,,,. . . ronq Conwu t3(Oon.IOf A" and Gaw," by Mo" ~"d Sm ith.

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EX AMPLE' As~ume:

P

n /PT1

1' = 1.82

Air flow " 290 CFM Tl lIOlet tempeo-ature " 9~F " 192 + 460)oR " 552 0 R ~ c { f ro m fIgure 51 = 68%

y (from !8blel .. 0.18468 T I (ideal temperatUfe rise)

T , xY=552x 18468= 102°

t::. TA tactual tempera lUre rlsel .o. T,

",ill ..

l SOo .68 T 2 {compres$Or oullel lempernlUrel = Tit A TA 92 + 150 '" 242° F

n. c

Richard TwiUey of Albuquerque, New Mex ico, turbo-ed th is 292 CID Chevy and "eld his own against V-S's on the regional sprintcar circuit. AiResearch T12 turbo once pressured a Cate rpiUer buUdozer.

Altitude chart AI",ude

A.. P,...

" ","" ""'" ""'" """ ""'" 00"" """ ""'"

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l PLACES (['I-'ECIAL OfWUhlp Marine En9, Co 159 S M~on St F reepon. NY 11520 5161378-7001 McGlynn D,e,el Sery'ce, 627 W Memck Rd, Valley Stream, L_ I ,NY 5161561·2203 Oonn~lIy

P,esel InJectoon Sale, & Se,vlce (R-M) 4209 N Graham SI C~arlol1e. NC 28201 7041596·6010 Diesel Inwwon Sale, & Serv,ee IR-M) PO Box 5605 Hlg~way 54 We.l Rale'gh, NC 27607 9191851-1220 D,e,~1 InJ"ctlon Sole, & Se,vice IR-MI 3853 P.1ter>on Ave, PO Bo> 10476 W,n'lo~-Salem. NC 27108 9191722·1196

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NORTH DAKOTA B"y~r Cement, Ine (SCI 809-16th Ave, SW PO 130x 992 Valley C,ty. NO 58072 7011845-2421

OHIO Columbu, D,e.el SUp"ly Co, IRA) 201 N, 4th 5,Columbu,. OK 43215 6141228,6663 Paramount Supply Co IR-M,SC) 3535 RowndlJO(1om Rd Con~,nna". OH 45244 5131271_8810 Pa,amount Supvlv Co IR-M,SCI 13688 Yor, Rd Cleveland, OH 44133 216/2379164 Paromoun( SUpply Co, IR-M. SC) 1270 Ed~eh'll Rd COlumbus. OH 43212 6141294-5661 Tu,bo-Sy,tems. Inc IRA) 1817 N, Medina Line Rd. Akron, OH 44313 2161666-3503

!

OKLAHOMA

RPW (RA I 7402 "'L·· S"eol Omahd. NE 68103 4021339-6966

vau9r & Bu,h, Inc IR:M. RAI 1050 romm~t Or Shrev vor(. LA 71102 3181f2.8432

& Son IR·M,

531 Grand Ave. Ka~,a, Cltv. MO 64106 8161421·3085 TaylOr O,e,el Service. Inc IRA) PO Box 294 S,H,ton. MO 63801 314/471·8224

NEBRASKA M,M_ Su~ply Co_ lA-M) 8615 "G" St, Omah~, NE 68122 4021331-0636

LOUlklANA GerhJdt's I~c, IRA, R·M. SCI "'1ntral Ave PO B x 1016t Jelte, on. LA 70181 504/ 33-2500

ro~ne

& Equtpment Co. !R -M)

WhOle Tractor Pan, & Equipment Co. IRA. SC) PO BOx 206, H,g~way 40 Blue Spring" MO 64015 816/229·3411

IOWA Howe I Auto P~"s, Ine_IR·M, SC) 1410 ocustSt De, M Ine;, lA 50309 515/2 82255

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Tavlor D,e,el Se,vlce. Inc_ IRA) 644 Ea,on Blvd_ Twpelo, MS 38801 601/842-6400

Inc IRA. SC)

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