sebeast1’s 1996 Ford Probe

Turbocharging was a goal even before I got the car. This setup will not be limited by engine durability, knock threshold, fuel system capability, exhaust flow, turbo size, or engine management. Instead it will probably be the tranny or the clutch. The turbo I've selected is capable of 360 hp and over 20 psi. Specs: Garrett Gt2860RS "disco potato" w/.86 A/R turbine  internal waste gate with 6-7 lb spring

Megasquirt 1v3 extra code12x12 fuel table12x12 spark tablefan controlidle controllaunch/ flat shift on modified clutch switchwideband UEGOtarget AFR tableshiftlight outputadjustable rev limiterFuture mods:boost control Datalogs 3rd gear and 1/4 mile (1st through 3rd) of three runsAFR RPM MAP duty cycle  VEspark angle

In March of '07 I bought another probe. It's the same year, trim, color, and intereor. It's come a long way since then. I fixed the electrical problem with the drivers door by splicing in a connector from a '94, replaced a wheel bearing, lower control arms, tie rods, replaced the windsheild, rebuilt the trans and engine and performed the swap. I've installed a homemade engine management system, and tuned it myself. Installed a custom turbo system with a 2.5" exhaust. This car has over twice the horsepower it started with and has met most of my goals and expectations. I'm currently running E85 ethanol, and about 15 pounds of boost. It's been a great learning experience so far. Mod ListGarrett "disco potato" GT2860RS .86AR turbo w/ integral wastegate Megasquirt 1 v3 extra (Fuel, Spark, Launch, Idle, Fan, Shift light, Boost control) Rebuilt Engine w/ forged internals (see page 2)custom 2.5" stainless downpipe with divorced wastegateGreddy front mount intercoolerGreddy type R bovcustom 2.5" welded alluminum intercooler pipes w/ t-bolt clamps and bead rolled ends & 3" turbo inlet elbow550cc high impedance injectorsWalbro 255lph high pressure in tank fuel pumpAeromotive sport compact adjustable fuel pressure regulator SAEJ30R9 hose with banjo bolt delete fittings   Autometer A-pillar guage podSAEJ30R9 hose with banjo bolt delete fittings AEM wideband guageAutometer Sport comp II, oil press. and boost/vac. guagesA'PEXi air filterresonated test-pipecustom 2.5" stainless exhaust Magnaflow glasspackBorla pro xs mufflerDropzone springsBraille 17 lb batteryPIAA sporza wiper bladesMazda FD rx7 wheels 16" x 8"Dunlop Star Spec "tyres" 225/50/R16aftermarket sunrooflate 2g PGT rear bumper w/ license plateamplified radio antennaSony CD playerPioneer rear coaxial speakers

bore..............................83.5mm (.020" over)stroke............................92.0mmdisplacement...................2015ccredline...........................6500rpm?c/r................................8.7:1 (.074" head gasket & decked .017") Engine Code: FS03Type: In-line four, DOHC, iron block, aluminum headInternal Modifications: Wiseco pistons, Pauter rods, ported head, 3 angle valve job, back-cut intake valves, ARP head studs, j-spec intake cam, Cometic mls .074 head gasketExternal Modifications: Polyurethane mounts, Fidanza 7.5lb aluminum flywheel, South bend clutch stage 2 (segmented kevlar Exedy disk w/ DXD pressure plate)Other rebuild parts: Clevite bearings, Fel-Pro gaskets & seals, new Bosch alternator, new oil pump, new water pump, new Goodyear Gatorback belts, new timing parts (belt, idler, tensioner, and spring), NGK iridum IV plugs (stock heat range), new 180 deg thermostat, new radiator cap,  glass bead blasted hardware, painted (coolant tubes, brackets, and pulleys), powdercoated valve cover & intake manifold, Royal purple break in oil 5w30

Turbocharging was a goal even before I got the car. This setup will not be limited by engine durability, knock threshold, fuel system capability, exhaust flow, turbo size, or engine management. Instead it will probably be the tranny or the clutch. The turbo I've selected is capable of 360 hp and over 20 psi. Specs: Garrett Gt2860RS "disco potato" w/.86 A/R turbine  internal waste gate with 6-7 lb spring

This is my custom exhaust. It's made of 304 stainless 2.5" mandrel bends. I used 3, 90 degree elbows. 2 are 6" center line radius and one is 4". The flange is from Vibrant, resonator is from Magnaflow (22" x 4" round case), Dynatech stepped stainless exhaust band clamps, welded pipes, and a Borla ProXS muffler (19" x 9.5" case) dual outlet. Tips are made from 2.5" tubing. 3 hangers are made of bent 303 stainless rods. This exhaust is a little loud at higher loads. Since the glasspacks broke in it drones. However the "disco potato's .86 A/R turbine seems to bring the level down alot. It really is like 1/2 a muffler. The optional .64 would've worked even better.

Turbocharging was a goal even before I got the car. This setup will not be limited by engine durability, knock threshold, fuel system capability, exhaust flow, turbo size, or engine management. Instead it will probably be the tranny or the clutch. The turbo I've selected is capable of 360 hp and over 20 psi. Specs:Garrett Gt2860RS "disco potato" w/.86 A/R turbine internal waste gate with 6-7 lb spring

Race Results for '96 probe SE:#1: completely stock, 110k miles, automatic trans with a full tank and sub box is about 19 seconds flat at 72 mph on a warm day. #2: J-spec intake cam, Bosal header, Borla cat-back, new plugs/ wires, removed sub box, tire and jack turned out a 17.7 at 78mph.Change Car Line........................................................................................................#3: 5 speed manual, 6 puck ceramic clutch, urethane engine mounts, ebay header, stock exhaust with dtm muffler, dropzone springs, testpipe, 205/55/16 (bigger and heavier with more sidewall) removed: air conditioner compressor, condenser, spare tire/jack, no subs. Bad compression and lots of miles, burns oil but ran 17.8 at 80mph. ~105 horsepower @ crank#4: Same as number 3 but with Megasquirt extra code controlling fuel and spark timing, 94 octane, 23 degrees of total advance, custom 2.5" mandrel bent exhaust, Braille 11.6lb battery 225/45/16 tires on lighter wheels...16.8 at 85mph with (for the first time) lots of tire spin. My sixty foot time was a little slower too. According to the time slip this is a 20 horsepower gain!#5: Same as number 4 but with 30 degrees advance, two step launch control with flat shift, shift light, Fidanza 7.5 lb flywheel, mild ported head, J spec intake cam, custom short ram intake w/A'PEXi filter, rebuilt engine installed (lower compression ratio!) 16.3 at 89mph. ~140 horsepower @ crank#6: Converted to turbo aspiration (10-11 psi), and added supporting mods, fuel, and ignition systems. New set of sticky Dunlops 225/50/16. Runs 14.4 at 102 ~235 horsepower @ crank.

The wastegate actuator rod is adjustable with this threaded end. It can preload the spring when it's shortened to increase boost to 7psi. This turbo's most efficent from 7 to 17 psi so my low boost setting will be just right. The megasquirt extra code's electronic boost control option will be called upon to increase from there. Boost controllers can more than double the wastegate spring setting.

An Aeromotive compact EFI fuel pressure regulator will be used because high volume pumps are known to cause problems with the stock unit. This regulator is ethanol compatable and adjustable from 35-80 psi static fuel pressure. It uses a -6AN fitting and has an o-ring on the inside. Aeromotive 5/16 barb fittings are not compatable.

Parts pile: Parts pile: 1:1 scale CAD drawing I did on Microstation a few years ago of the turbine, OBX manifold, turbo, 4x Venom 550cc injectors, electronic boost control solenoid, k type EGT sensor, Megasquirt 2 card, Aeromotive compact EFI regulator, stainless flanges for downpipe and adapter, 6"x2.5"  stainless flex pipe, stainless wastegate blockoff, painting of turbo, and gaskets.

Used Greddy type R (regular spring) blow off valve. This is also overkill and hopefully can prevent compressor surge at lower flow.

Oil feed line is 36" -3 AN with a restrictor and will be plumbed from the oil pressure switch 1/8 npt port. Oil drain is 12" -10 AN. The banjo bolts are for the water cooled center section. They will be plumbed in series with the idle bypass coolant lines to the throttle body.