HOW TO UPGRADE YOUR XRG TURBO TO THE NEX STEALTHUPGRADE 9 @%4! som-nIF THERE ever was @ complaint about the turbocharger on the Ford XR6 Turbo, It would be that the compressor lacks @ litle in the way of size. While this isn't a big deal on cars that are near stock or those with bolt-on tuning, the lmitations of the factory Ford compressor become 4 bigger issue as power output levels start to climb. While there are plenty of theories on the subject, ‘the fact is that the basic limiting factor of any turbocharged engine is the airflow generated by tho compressor wheel. This is frequently confused with boost pressure and it's often thought that a ‘small compressor at 10psi equals the same kind of flow rate as a big compressor at 1Opsi; we are here to tel youit simply isn’t so. ‘There is an engineering diagram that exists for every different type of turbocharger compressor ‘made, known as a ‘compressor map’. It describes indetailhow much aifiow (power) the turbocharger can generate at a given boost pressure, and how far you can push the whole shebang before the law of diminishing returns kicks in and starts to reduce tangible improvement. A theory | often refer to as ‘squeezing the lemon’ escibes the process of working the stock turbo as hard as possible, but eventualy you got to the point where no matter how hard you squeeze there is nothing lf to give, andthe lemon (turbo) starts to dsinteorate, Many in the XRG Turbo scene wil push the XRB turbo compressor past its happy Airflow zone, and in return create nothing but heat and 8 setup thats dficut to tune thanks tots propensity for detonation, The ‘sweet spot! for the stock BA-BF XRS turbo ‘compressor i in the 250-370rwkiW zone at about ‘8psioi boost pressure. Push the factory turbocharger beyond this point and there are only tiny gains to be made with each addtional pound of boost. In short tha factory compressor has run out of airflow and effective ‘choked. The harder you squeeze that lemon the closer you come to the possbity of ‘mechanical falue, so there must be a battar way to generate increased power, “The commonly accepted "better way’ oles fiting a largor-than factory turbocharger to gain mere sirtow. \With ery turbocharged engine there are many ways, easy and hard, ofinoweasing turbocharger size, Aas, for XRG owners easy was not aivays being quite 50 easy ~ untl Sycney-based GCG Turbochargers became involved inthe process. rere take mc, much onglee ere eee es oe een lcd eee ec) Cee eee icetee Re ea ee ec eee oe ee ee | Re cw Serer) Be a weet) Ce ere ia eee ee eee es Se td Pernice mer ere ace) * Ss in r= = oe ry a = =e = i ca rr ie {rant na of te comproesot wn cn) Ie inducer ez showe te Ce ee ee) See es necessary machining and other stuff to make it Prerernes Rg ory high-powered BF sbe-speed ute pictured here in the Morpowa workshop. Having undergone Se eee eae eer eee eee eee ee ear Ee geet cad eee ee ec Peete gtd eee rar ae a es ee ea) ee ee a Pearce i ec) ee en ee ee nd Peer gt ice! eee aT Ce ee ee es ee id ieee {gan trom rasing the boost pressure beyond the ee ‘subsequent reduction in ignition timing to ee ee ee Se en ers eee te tice Pee earleccti cad‘SQUEEZING THE LEMON’ DESCRIBES THE PROCESS OF WORKING THE STOCK TURBO AS HARD AS POSSIBLETHE GCG BRIEF WAS A SIMPLE ONE - TO COAX GREATER AIRFLOW FROM THE TURBOCHARGER WITHOUT ANY HARDWARE CHANGES