Q1 - No prob w/8-10psi, but detonation must be kept in check.
Q2 - Cost depends on your deals. I've bought used T-bird T3s for $100 in good shape
Q3 - Several possibilties. I'd use a Camaro PFI manifold (& reg) and hi-pressure frame mount pump ($79 from summit).
Q4 - Why mod? Think Swap. Just use a 7730 ECM with Syclone code. It had 6 cyls and boost with a dist. If going without dissy (FWD engine), use a 7730 ECM with turbo 3.1 GranPrix code. This could be a couple threads all by itself. When you get beyond bench-racing and actually start building, there are folks on the list who can assist here.
Q5 - Start with 24-26 lb injectors and you'll be very close on the tune. Cost to tweak can vary greatly, but a decent dyno shop has tools to tune older OBD1 ECMs.
Q6 - Not sure where the best place to tap in, but you need oil feed and an unobstructed drain back to the pan.
You *should* refer to some books regarding the best way to do all of this when the time comes.

 

if you can find a high flow oil pump for the 2.8 you could put a t fitting before the oil sending unit and the pump would feed the turbo through that secondary on the t fitting

 

thanks guys. I found the 7730 ecu for like 45-60 bucks on ebay. the 7730 is a camaro ecm right. is that just a straight swap and what do you mean by syclone/grand prix code. as you can see i'm pretty new to turbo's and ecm stuff like that; i have just done straight mechanic work. Honestly i don't feel like swapping the camaro intake on the 3.4 or 2.8L. It seems like alot of hastle for no results if i can just use the caddy air hat and a higher pressure fuel pump and injectors. I didn't think i had to mod the engine since i'll be running a low boost. I might turbo it the 2.8L first and wait to swap the 3.4L b/c swapping over the turbo to the 3.4L if/when i change the engine won't be no biggie.

 

Not a straight swap. Considerable wiring work is required and you'll need a 6 cyl memcal to replace the V8 Camaro one. You'd need to burn the Syclone code into the EPROM in the 6cyl calpak. That's the part that your list brothers can help with. As I mentioned above, we could dedicate a whole thread to only that.
If using a port injection setup (ie; Camaro manifold) this would be close to a plug & play deal with the stock syclone code in a V6 memcal. At least to get you to a dyno for fine tuning. It's not a case of "alot of hassle with no results". You are saving chip tuning hassle by going to MPFI, which the Syclone code was intended for. In contrast, by using a TBI with a caddy hat, instead of MPFI, you significantly change the chip tuning required. Wet manifold EFI (aka:TBI) generally requires considerably more accel enrichment than MPFI in order to avoid bog (caused by an initial lean-out) when you crack the throttle. Regarding other results, consider this. If you are running at say, a 12:1 a/f ratio under full load with a TBI, your intake runners are giving up 8% of their flow capacity just to move the fuel. That is 8% more capacity that could be dedicated to moving air if the fuel were being introduced further downstream via port injectors. You could get either EFI methods to work eventually.

 

hmmm just wish there wasn't a tuning problem lol. It sucks balls that there isn't any real kits out there for this. Thanks for the info btw.

 

Q1- Can the stock engine take the boost if i use a mild 8psi or so? Should i go ahead with it if i can do it b/c it's my daily driver. (i wouldn't be needing it during the process)

As long as fuel and spark requirements are met, 8PSI or so on a stock 2.8 should be fine. I'm not going to get into how the whole "XX PSI" is really not a good value to use here.

Q2- how much will it cost overal if i buy parts seperately and do it myself. Such as a used holset off ebay for 150-300 bucks(T3 or so, but i'm new to turbo's). any other suggestions for the turbo welcomed

More than $0, is about ass accurate as any body on here can be. Depends on what parts you get for how much. I've put turbo systems together for a couple hundred, I've also spent several thousand, there are a lot of variables.

Q3- What changes have to be made to the fuel system? I've heard of changing the Fuel pump, but if i ran mild boost could i just use 4.3L or 5.7L injectors?

Again, this depends on what you use and what you want to get out of the vehicle. Some low (HP) increase systems will be able to run on the stock pump, some will require a higher flow fuel pump. Injectors and/or fuel pressure changes will likely be needed, but there is no definitive answer here. When most people attempt to turbo charge a TBI system, they tend to use secondary injectors, for the additional fuel.

Q4- what ecm mods will be needed for the low boost if any?

Some or none, depending on how you go about controlling fuel and spark.

Q5- do i HAVE to tune the ecm and if so, how much does it cost?

You don't HAVE to, but it is beneficial. It's like the fact that you don't HAVE to eat green vegetables, but's beneficial in the long run.

Q6- What things have to be done in general such as the oil line etc? and wht is to be expected.

This is where some time spent researching, not only here, but elsewhere on the intarweebnetz, and dare I say it?, with your nose in a book would really help. There are some basics that apply to every turbo system, like the fact that the turbo needs and oil supply for cooling and lubrication, but exactly how that is accomplished can vary between systems. I tend to T-off the oil pressure sender for the supply to the turbo, and then return it from the turbo using gravity, which mans the turbo is mounted above the oil pan level , to the upper part of the oil pan. If the oil level doesn't allow the oil return to flow in above the static oil level, I will use an accumulation pan/box, that will then allow the frothy oil to return to an oil state before re-entering the oil pan.

Thank you guys for you time and i think that there should be a turbo and 3.4 sticky for future seekers so these posts aren't required.

There isn't a sticky, because the information is out there, and when you start with something like an S-10 there are so many different ways that people would accomplish turbocharging their trucks, that a single sticky couldn't contain all the information needed.

Also in the end, people tend to swap to MPFI, since it is so much easier for fuel delivery, and air flow than using TBI.

If you want to stay TBI, the '7730 (which was available in a number of platforms, including the F-body, but also many FWD applications such as J-body, L-body, etc.) would not be my first choice, due to the hardware fueling control that is used by these ECMs. I have toyed with the idea of running a TBI system from a '7727/'7730/'7749, but haven't had time to set it up on my test bench yet. The reason the '7730 would not be a god choice is there are no factory TBI set-ups that use this ECM to my knowledge. TBI and port injection have different firing schemes for the injectors. The TBI will fire on every DRP (Distributer Reference Pulse), where as port fires on every other DRP (in sync mode). To change this requires both a software change (which is in the "chip"), and a hardware change, that is changed with the other half of the MEMCAL. At present $58/$59 (Sy/Ty code and modified Sy/Ty code) has not been used with TBI successfully, to my knowledge.

I would, if I thought that turbocharging a TBI was going to do what I wanted, go with the Dynamic EFI EBL, since it has a whole bunch of functionality that the original ECMs for these trucks didn't have, including support for 2 and 3 BAR MAP sensors in addition to the original 1 BAR MAP sensor.

if you can find a high flow oil pump for the 2.8 you could put a t fitting before the oil sending unit and the pump would feed the turbo through that secondary on the t fitting

Not needed, the stock oil pumps flow enough as it is.

 

-thanks raven, you seem to be the all knowing and powerful when it comes to these questions. I don't mind reading about this stuff btw but i gotta have a starting point and thats where you guys come in.*just a note, this isn't a project yet, just research phase if i go the route.*
-I would like to stay with the TBI for the least hastle and a simple plug in ecm change won't bother me in the least. I would like to keep the electrical mods down to a minimal and stick to a simple fuel solution.
-if i left the mpfi on the 3.4L, could i swap my stock ecm to the camaro ecm (which one is it btw and how hard is the swap, is it just swapping the actual ecm?) what mods would be needed for the fuel on that? Do i HAVE to alter the prom (how much does that cost). would the camaro ecm with syclone codes see that its getting boost, then adjust the pusle length accordingly with stock fuel delivery? All this prom burning and ecm crap confuses me lol b/c i've never worked with ecm's before.
-What would you do raven if you wanted a low budget turbo job? The route in have in mind is minimal cost and minimal effort (for the job). I'm not looking for a racer, just a daily driver truck that has some decent low end power (200 hpish) and the cool factor of a turbo. the reason i'm going with the small boost is b/c i wanted a very low cost (basic cost for the turbo and piping stuff) and mait. factor. is the small turbo 8 psi Really that much more fuel lol. If i have to do a bunch of ecm modding i'll stick with N/A power lol.

 

Thanks Raven, now that you mention it, are you positive the TPI is every-other-pulse? I think MPFI fires even *less* than that. IIRC, It's only once per engine revolution, or "twice per intake event" on a given cylinder. I think that's part of the reason for the cylinder select byte in the 59 code. But either way, the fact that it is different than TBI provides all the more reason to switch to *port injection* if you want to use the Syclone turbo code. With all of that R&D money, when GM turbocharged both the Sunbird 2.0 and the Jimmy 4.3, they switched both engines over to port injection. It must have been done for a reason. I have a 2.8 and lots of ECMs. I also have multiple turbos from tbirds, GNs, and Syclones, as well as others. I'd love to do this to as an experiment, but I have nothing to put it in. If you're going to go to the trouble to do this, it would be nice to quantify the results. It's too bad that engine dynos are so darned expensive to build/buy. I have an offer out there on a Land&Sea Dynomite 13 water brake absorber, but it is in parts, and the guy hasn't responded. I'd love to make a pure dyno excersise out of it with step-by-step article and before & after numbers. Love your ZedCar idea

 

well i just want to do it for the least amount (without sacrifising quality) of money and the least amount of time. Such as a weekend. Maybe it just seems like alot when you talk about it. I will switch to MPFI if i can simply burn the syclone code into the prom though and run off that. But if i will STILL need to make further fuel mod's (high flow pump and fmu) that i would have to do on the TBI why not keep the TBI lol. Here's how it's sounding to me 1. Swap the ECM for the camaro 3.4, 2. Burn the syclone code into the prom (how much does that cost), is that it? or will other mods be needed. What turbo should i use, holset looks like a good option but could i find a good turbo in a junkyard? what signs should i look for in a used turbo? Also where should i get the aluminum piping from (local hardware store or something)

 

Uh, you aren't doing this to a 2.8? The 3.4 F-body eng is distributorless I think. Prolly better to use Tuirbo GranPrix code if you get an intake manifold from a 3.4 FBody. 2.8 FBody had a dissy like the truck, but had port injection, which the truck did not. You can do this, but calling it a weekend project is a stretch if it's also a learning experience..

 

idk if i'm gona swap for a 3.4L yet. hmm i didn't know they were distributorless. to get a code burned into it do i take my prom out and send it to some place? after i change the mpfi over and ecm from the 3.4L that what fuel mods are needed if any. Unless i really get some good funds over the summer i really don't think i'll be able to do both a 3.4L swap and turbo.

 

IMO, you are discussing at least three different hardware and chip requirements.
This would hardly be a useful sticky or recipe thread to any members in the future. It lacks focus and direction. When you make a concrete choice regarding your engine and move forward with that choice, there are guys here that will lend a hand.
*THAT* is the type of real-world scenario that would make for a useful sticky.
Build it.
Your S10 brethren will help you.

 

i didn't want this one to become a sticky. I'm merely trying to find out some answers to my problem (how to meet the fuel demands on the mpfi). However, in the future if i turbo a 3.4L i will write up every little detail that it took. I think it would be a neat combo. I was just wanting to know what you have to do after the mpfi swap. i keep hearing about dif. ecm's and prom codes and nothing else beyond that. ohh btw i got the pdf book of Maximum Boost Last night by corky bell, i'll try to upload it or the website i found it on; simple 23 mb download.