7875 turbo max hp

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7875 turbo max hp

After years of selling this turbo, its has proven its point with being an affordable turbocharger that backs it up with great HP numbers. On of the first cars our turbo was tested on was a 93 Cobra, ci and going No physical dyno numbers on that specific car but this car was running 13psi on our 70mm On 3 Performance turbo prior to the upgrade to accomplish almost identical track number.

We have ran our turbochargers on anything from a daily driver to just the weekend cruiser. When setup properly they are very reliable and make exceptional power. Please do not email and ask if this turbo will work on your application. All specs of the turbo are posted above and would recommend to be used on at least 3. We cannot answer and know every kit out there and if its going to be an identical bolt in upgrade. This is very important and without this properly sized, you can cause damage to the product.

Your Review. Save my name, email, and website in this browser for the next time I comment. SKU: 76 Categories: 76mmTurbo ChargersTurbochargers Tags:, boborg warnergarrettlsx turbochargeron 3On 3 78mmon 3 performanceon 3 Turbochargeron3on3on3 78mmon3 turbochargersprecisionprecisionprecision 76mmprecisionssSingle turbosuperchargerturboTurbochargerturboneticstwin turbo. Description Reviews 0 Product Description After years of selling this turbo, its has proven its point with being an affordable turbocharger that backs it up with great HP numbers.

Reviews There are no reviews yet.Over the last year we have started selling this specific turbocharger and it has became a very popular for the single turbo V-8 crowd. Very affordable and has made some very stout HP numbers on various applications.

Most of the similar compressor spec turbos on the market are 65mm or smaller exhaust wheels which is a MAJOR limiting factor. Our new 75mm exhaust wheel is going to allow for higher hp number when paired up with the larger 78mm compressor wheel. This will keep the back pressure in check as well and keep from over-spinning the turbocharger.

You cannot beat the price and is a great upgrade if your already maxing out our ever popular On 3 76mm turbocharger with the smaller 65mm exhaust wheel.

We beat anything on the market for this price point. If you already have one of our turbochargers, we will also sell a billet wheel upgrade outright so you can upgrade the turbocharger on your own if desired. We have ran our turbochargers on anything from a daily driver to just the weekend cruiser. Please do not email and ask if this turbo will work on your application. All specs of the turbo are posted above and would recommend to be used on at least 3. We cannot answer and know every kit out there and if its going to be an identical bolt in upgrade.

This is very important and without this properly sized, you can cause damage to the product. Order it all at once to not have to track small items down and run proven pieces that are designed to be used with this specific turbocharger. Sam — February 14, :. Just wondering if you have finished the billet wheel for this turbo yet?

7875 turbo max hp

Its a larger compressor cover and going to support more power than just upgrading the 78mm to a billet wheel. We are expecting to release that around the end of March. Connor — April 25, :. Your Review. Save my name, email, and website in this browser for the next time I comment. On 3 Performance 78mm Turbocharger — 5 out of 5 based on 4 customer ratings. SKU: 78mm Categories: 78mmTurbo ChargersTurbochargers Tags:, borg warnerbwgarrettlsx turbochargeron 3On 3 78mmon 3 performanceon 3 Turbochargeron3on3on3 78mmon3 turbochargersprecisionprecisionprecision 76mmprecisionssSingle turbosuperchargerturboTurbochargerturboneticstwin turbo.

Reviews 4 4 reviews for On 3 Performance 78mm Turbocharger — 5 out of 5. Is the billet still coming? Just getting into the turbo world! So i need the oil restrictor feed plate with this turbo? Add a review Click here to cancel reply.True vertical tillage has become the go-to method for yield-boosting seedbed preparation. Turbo-Max is the industry leader in vertical tillage tools, especially for min-tillers who want to size and anchor residue without aggressively working the ground in the fall.

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It vertically cuts residue and fractures the soil to create a smooth seedbed for uniform seed emergence. Because Turbo-Max is a true vertical tillage implement, it does not create compaction layers, giving roots the freedom to reach nutrients and moisture.

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Now with exciting new updates, the industry-leading Turbo-Max offers even greater agronomic benefits and operator convenience. Implement Command is available on new 18'' Turbo-Max models. It also allows the machine to be tilted forward for road transport or to quickly change between tractors. Hydraulic rear reels allow the operator to control the reel down pressure from the cab to adjust for different field conditions. This allows the rear attachment to be lifted in less-than-ideal field conditions, saving time spent cleaning mud out of the reel.

With working widths ranging from 8. This allows the Turbo-Max to provide true vertical cutting without the shearing caused by concave blades. The gangs can be angled from 0 to 6 degrees, making the Turbo-Max a multi-seasonal tillage tool. In the fall, angle the gangs from degrees to cover more residue, or keep the gangs straight to prepare the perfect seedbed in the spring.

Hydraulically-adjustable gangs are offered as a standard feature on the larger models, and as an option on the smaller sizes. The Turbo-Seeder cover crop attachment is available for models ranging from 12' to 40'. Take command of your adjustment and monitoring needs right at your fingertips with the new Implement Command System option for select models of Turbo-Max!

This system allows you to set, adjust, and monitor your Turbo-Max right on your ISO-compatible monitor in your tractor cab. The hydraulic reel allows you to conveniently adjust down pressure or lift out of the ground with in-cab hydraulic operation. An easy-to-read pressure gauge allows for easy down-pressure monitoring from the tractor seat! This design maintains travel regardless of the selected down pressure. A hydraulic cylinder is used to preload down-pressure springs.LS motors continue to be all the rage and for good reason.

They are cheap to buy, have plenty of aftermarket support, and you can make stupid power with nothing more than a cam, springs, and an off-shore turbo.

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With four-digit power levels so easy to come by, it's a wonder they haven't taken over the performance world! As good as any LS is in stock trim, it is even better after performing a few modifications. All the tried and true stuff works, like heads, cam, and intake manifolds, but what really makes an LS shine is boost.

Adding boost to an LS has never been easier, or less expensive, given the vast array of turbos currently available for them. The problem with such massive availability is that there are almost too many choices. Choosing the right turbo for your application becomes difficult, and when we do choose, we can't help but second guess our pick. What if the turbocharger of choice was too small, or, too large for your application?

To illustrate how different turbos might affect the power curve of an LS, or any engine for that matter, we decided to put a couple popular versions to the test in a good old-fashion, back-to-back, Borg Warner boost brawl. Testing the turbos required three things, a test motor, a suitable turbo system, and of course a couple of turbos. For our test motor, we decided to dust off the Gen 4 Big Bang 6.

Fresh from producing 1, hp at It is amazing how much power these stock short-blocks will take, and the Gen 4 LY6 was still alive and well after over dyno pulls dozens near the 1,hp markincluding the big-boy power run.

The Holley Race Sniper used on the motor during the Big Bang testing was on loan again to the Engine Masters guys for another test on a turbo 5. Additional bits used on the 6.

A 5.3L that shows you don’t need to go broke to enjoy some LS power in your Chevy

With the motor taken care of, we obviously needed to apply boost to it before we could test our turbos. Rather than select a dedicated kit, we did what most LS owners do and pieced one together. Starting with stock truck exhaust manifolds, we flipped them forward then had JFab whip up a fabricated 2. The Y pipe featured provisions for dual waste gates and culminated in a 3. The V-band was designed to accept our fabricated v-band T4 or T6 turbo flange adapters. The gates were set up with 10psi springs.

To gather as much data as possible, we also took the liberty of drilling and tapping the Y pipe for a back-pressure sensor. The DIY turbo system provided all the exhaust energy we needed to the turbos while maintaining plenty of clearance for plugs access.

There was also zero concern for burning plug wires, something that can't be said of some aftermarket turbo manifolds. The finishing touch was an air-to-water intercooler from Procharger.

A 5.3L that shows you don’t need to go broke to enjoy some LS power in your Chevy

For this test, we ran the cooler with degree dyno water. Because 1, horsepower is the new horsepower, we chose two turbos capable of supporting that level, though that was likely near the hot-side limit of the smaller S As indicated by the boost curves, the smaller S was plenty responsive on the 6.

The larger S was capable of eclipsing the S by hp, thanks in part to the billet compressor wheel upgrade, but certainly the larger hot side also played a major part. In the tail of the tape, the S offered a 75mm, cast compressor wheel, standard compressor housing, an 83mm turbine wheel, and 1. By contrast, the S featured an 80mm billet compressor wheel, standard compressor housing, 96mm turbine wheel, and 1. The S was larger on both the compressor and turbine side, facts that definitely showed up under testing.The biggest complaint about LS-type engines is they cost a lot of coin to get into.

There are many LS variants out there and some of them are downright affordable. Shop smart and set realistic expectations and you can have modern LS EFI goodness under your hood for not much more than a quality Gen I small-block.

So, with that bit of Econthe most affordable LS variants on the planet would be the 5. Hundreds of thousands of these have been produced and are now easy to find parted out online and languishing in salvage yards.

We decided to try a 5. Rather than buy a complete engine we opted to build one from various sources. Well, when you buy a pull-out engine you typically end up with a lot of leftover bits and a complete engine tends to cost more than if you buy the components separately. We were going to go this direction with the block, but Summit Racing had 5.

7875 turbo max hp

The rest is a combination of new and used parts to end up with a done and ready-to-run engine. Now, if your wallet is a bit light, you can do things even cheaper than we did by going with used parts.

As for our goal, it was simple. To make at least hp on the cheapest octane fuel California has to offer. We wanted a ton of vacuum at idle along with smooth performance. Hell, a fifth-gen Camaro barely made over and nobody considered it a slouch. If you need more than the hp we made you can up the camshaft a couple of steps, mill down the heads to boost compression, or maybe treat the heads to massaging. Of course, our engine is only few psi of boost or a sweet shot of nitrous away from knocking down much bigger numbers.

Millions of LS engines have been produced, which means that parts are easy to find and pretty easy on the wallet. The Summit 5. After looking over the block we found that no machine work was needed. By the way, the smaller bores makes for a very strong cylinder wall just begging for some nitrous or boost.

The block came bare but with cam bearings installed so we picked up an engine plug kit, with the needed oil restrictor plug, from Summit PN SUM-G Of course, some of these parts have been beat down so you need to be careful when shopping. We scored a 5. To fix the crank, our friends over at Rancho Machine, in Rancho Cucamonga, California, were able to turn the crank 0. But that still left us two rods short of a full set.

So, instead of finding two used pieces we ended up scoring a full set of nearly new rods and pistons to go with our turned crank. I guess we owe him a favor now. Now, these will drop the compression ratio of our 5.

If you want max power, these should be milled down a bit. But, we want a cruiser that will be happy on the cheapest gas we can find so we left them as is. With our freshly machined and polished crank back from the machine shop we were ready to start putting it all together. The block came with main bolts but we needed a set of new cross-bolts. With the crank torqued to spec, we started sliding in our slightly used 5.

The rings were just inexpensive stock-replacement pieces from the local auto parts store. The 0. Big cams typically make for big power, but our goal here is a hp street mill, not a lopey street monster. After securing the cam with a Summit LS thrust plate PN SUM we went ahead and installed the timing set, making sure to line up the dots on the sprocket and timing gear.

Oil pumps are pretty critical, so resist the urge to reuse an existing one.What about the toxic plastics that our appliances are now being made of.

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7875 turbo max hp

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