80 Stang Ghia
specefications Page
1980 2.3 Turbo mustang Ghia
Mods: not many but getting there!
Kenwood KAC-3006 Reciever
4 10" kenwoods
2 Kenwood 100w amp
custom tail lamp
chopped front spring
tight chrysler seats w/ power and lumbar
light covers inside and out
freeflow stock exhaust w/ 4" tip
TurboCoupe Sway bars 1 1/4 thick
No rear seat
Blocks to hold up car in storage shead
Chrome rally rims with perreli tires
Future mods: need money
single exhaust out drivers side w/ quite mode
84 GT EFI 2.3 Turbo motor severly modified
New paint job w Rice racing strip
Functional alumminum wing
Tinted windows
Custom ground effects by Emmaculate Deception
Fog lamps
TRX rims and tires or some nice 17"
new suspension
White face guage w/ 440kph
This cars sole purpose is to Sit in my storage unit and acumulate dust and extra parts. :)
If you are talking about Holley 5200 jets then Holley used to have a special jet selection just for the 5200.
Since the 5200 is a licensed copy of a Weber 32/36DGEV carb you might check for Weber listings. Racer Wlash and Clifford Performance sell stuff for 5200's. Call Clifford DO NOT USE THEIR WEBSITE It is run by a company that marls up the prices and keeps difference in payment for website. Prices are cheaper by calling direct. If your in Europe that is best place to find Weber parts.
(QUOTE Anlushac11 Stangnet Forums)
Suposed Jet sizes for carbed Turbo
With regards to jet sizes on the Holley 5200s, they are like the Webers and are metric sizes. later ones were in cc/min while older carbs are in mm x 100 (I can't remember when they made the switch)
I pulled a set of jets, air correctors and emulsion tubes off of a '79 turbo mustang recently, it had:
Main jet: 320 cc/min
Secondary jet: 259 cc/min
Main air corrector (bleed): 185
Secondary bleed: 190
#93 emulsion tubes
A good guy to ask advice and find parts is Earl Parker at http://www.parkercarburetion.com/
(QUOTE Turbo II Stangnet Forums)
Three main problems with carb turbos.
1) Couldnt seal turbo to intake. Ford used rubber O-rings that hardened and got brittle. I plan on using soft copper O-rings.
2) Ford used a nightmare of vacuum hoses and analog knock sensors. I plan to switch to electronic knock sensors, more reliable and more sensitive.
3) Fire. Fuel line runs right over distributor. I am going to use a right angle fitting to reroute fuel away from distributor and braided stainless steel hose to reduce chance of leaks.
Also, carb turbos have more lag due to having the crossover pipe for the turbo. Back in the days of the Corvair turbos my dad said the trick setup was to wrap the crossover pipe in fiberglass insulation to keep the pipe in the wrap. We have had several discussions on the drawbacks of wrapping pipe, but this is a cheap risk. This is a replaceable pipe. Another option is to have the piece of pipe thermal coated to retain the heat.
Keeping the heat in keeps the pressure up and helps turbo spool up much faster, virtually eliminating lag. There is also a thing called a turbo blanket that wraps around the exhaust side of the turbo. Same purpose, keeps the pressure up.
Cant have an intercooler but I can have a fuel cool can. Fill with dry ice and you have refrigerated fuel that will help lower inlet temperature.
(QUOTE Anlushac11 Stangnet Forums)
myStang Main | 
| myStang Gallery