Although we've seen PVC and...
Although we've seen PVC and hose clamps for the cold side, it's best to use silicone hoses. The Hellion kit includes the sizes from the intercooler to the intake. You can also buy these from either Turbonetics or Hellion.
Fuel Systems
To make more power, you'll need more fuel. There are three types of installations: the blow-through and draw-through carbureted and the blow-through fuel-injected systems. The draw-through carbureted system has a number of faults, the worst being the presence of an air/fuel mixture passing through the compressor and the lack of an intercooler option. The blow-through system is slightly less arcane and works on the same principles as any centrifugal supercharger blow-through system. Therefore, blowthrough carbs that are built specifically for this purpose are already available. We've made good power using Quick Fuel and Carb Shop blow-through prepped carbs and 10 pounds of boost, including a 600hp run with an ATI ProCharger on a Ford 302.
If you have a fuel-injected engine and are running 5 to 6 pounds of boost, you can use an FMU (fuel management unit) that boosts the fuel pressure or adds enrichment fuel in some other manner or step up to an aftermarket controller to remap the fuel curve and run larger injectors. On a 5.0L Mustang, a 255 GPH in-tank pump and 42 lb/hr injectors can be tuned to 550 rwhp.
Carbureted cars need a boost-referenced fuel regulator that increases the fuel pressure along with the boost curve.
From the exducer, the system...
From the exducer, the system includes the connectors for a stock exhaust system on a '79 to '92 Fox. As a general rule, the turbo should be mounted as close to the engine as possible to utilize heat.
Sourcing A Turbo
Using the math, you can build a complete system on paper. Using the science of compressor maps and some idea of the size and rpm range of your engine, you can add virtually any turbo to any engine. The trick is the availability of the maps and the A/R ratios of the turbine housing and sizes of the turbine wheels. Small factory engines yield small turbos with internal wastegates that will need to be run in pairs on a V-8. They are also generally water-cooled on OE vehicles for longevity. They are usable but far from optimum. As an example, let's take a Garrett T03 from the '85 to '86 T-bird turbo coupe. The automatic transmission coupe has a single turbo with an A/R ratio of 0.48, and the standard coupe has an A/R of 0.63 and the compressor efficiency map designed for a 2.3L four-cylinder engine. Using the map in the Junkyard Turbo sidebar, you can see that with a boost pressure ratio of 1.68 (14.7+10/14.7=1.68), it's easy to get the turbos down to around 65 to 68 percent efficiency. To improve the efficiency, you need to increase the boost to the ragged edge of boost safety. With a larger engine, it will get worse. It's workable; you'll just have to be careful what you are doing.
The lure of the $80 junkyard turbo is enticing, but before you buy, take a look at the guys who are really having fun and see what they are using. There is a gap between the equipment of the '80s and the new, redesigned factory turbos that appeared largely on import cars in the '90s. Simple advances such as the number of components, bearing design, wheel trims, and materials have all changed for the better. Let's take the Garrett GT turbos as an example. The number of moving parts has been reduced from its early T model from an average of 54 components to around 29. This 45 percent reduction in parts cuts the risk of component failures. The GT also has a ball bearing cartridge that eliminates the journal bearings (that are actually more like bushings) and the famous weak-link thrust bearing. Better bearings mean less oil running through the turbo and a decreased likelihood of leaks or that a failed bearing will destroy the turbo and contaminate your engine oil.
You also get the advantage of a lighter, well-designed compressor and turbine wheels that create more power with less lag and heat. New turbos have modern compressor maps with a wider variety of A/R ratios and clockable turbine housings, a variety of wheel size options, and tech support to help with problems. Aluminum compressor wheels can be removed from the steel shaft, so aftermarket companies can offer various trim options for exact performance specifications and mix and match compressors and turbine combinations. The result is a responsive system that runs cool and makes power instead of something you won't be happy with.
 Note the oxygen sensor port...  Note the oxygen sensor port for factory EFI (arrow). The turbine outlet should always be larger than the inlet. To cover an engine making 500 to 800 hp, the inlet should be at least 2.75 inches, and the outlet should be at least 3.5 inches in diameter. |  The wastegate is bolted to...  The wastegate is bolted to the crossover pipe from the driver-side header. Ideally, it would be placed after the crossover and the passenger-side pipe meet and right before the turbine, with a shallow angle to improve flow. The discharge pipe should dump into the exhaust after the turbine. |  The Hellion kit comes with...  The Hellion kit comes with a Mitsubishi bypass valve. Turbonetics offers an assortment of chrome valves that will deliver the chirp-chirp during a shift and have cool names like Godzilla and Raptor. |