H1C/H1E Hybrid Build

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H1C/H1E Hybrid Build

Postby RSWORDS » Wed Aug 13, 2008 2:58 pm

Well after some disscussion on here and some other site I decided to go ahead and hybrid my H1C and H1E turbos together. So Here is a quick write up....

Just a quick over view of what goes into making a holset hybrid turbo. Luckly Holset uses 4 8mm bolts on the rear of alot of the backing plates for the compressors allowing you to simply swap them. So grab a beer and hang on!

Here is the H1E turbo
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Start by removing the V-Band Clamp that holds the compressor housing on...
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Then pull it off revealing the compressor wheel
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Next I removed teh 4 bolts holding on the exhaust housing...
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The housing does not bolt to teh center section, there are two clamps that hold it. this allows you to clock the center section so the oil flow is correct for you application.
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If you are not working with a new turbo you might have to persuade the exhaust housing off... Thsi might be as easy as a few light taps with a deadblow hammer to a last resort of breaking out a torch, if you do this you run a REAL high risk of baking the seals and having to rebuild the turbo.
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Now we can take off the compressor wheel... these a left hand thread... that mean you turn the not clockwise to remove it. on the H1E the compressor and exhaust nuts are 12 point and on my stock 89 H1C the nut on the exhaust is 12 and the compressor is 6. This will be very important when you reassemble it you need to torque teh nut to 150 in. lb. if it's a 6-point nut, 135 in. lb. if it's a 12-point nut. After removing the wheel you can pull teh exhaust wheel and shaft out as one piece
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After the shaft is out of the way we can start taking off the backing plate. Here are the 4 bolts I was just talking about that makes this swap pretty easy.
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Postby RSWORDS » Wed Aug 13, 2008 2:59 pm

After removing them the backing plate comes right off and you are left with this...
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Do the same steps to the H1C then reverse it to put the compressor wheel, backing plate, and compressor housing off the H1E onto the H1C.

And this is what you get... Looks like I'm gonna need a custom cross over pipe!
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Postby RSWORDS » Wed Aug 13, 2008 3:00 pm

Here is the intake I made.

3/4" plate with 2.5" tube coming out. Had a bead rolled in it so that it would hold the boot a little better.
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Welded on the inside so that it looks REAL clean
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My Sylicone Boots...
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On the truck, Gonna paint it w/ some High Temp paint... Just don't know what color... I'm thinking white with some siler tin roof paint to match the rest the truck! :D
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Postby RSWORDS » Wed Aug 13, 2008 3:01 pm

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On a 0-60 run before the hybrid I could peg the Pyro at 1500*, I ran a boy in a Civic up to 80 mph and it took the neddle 3 seconds to come off the peg. I dont even WANT to know how hot it was with the Hybrid I can keep my foot in it as long as I want and all I can get it to is 1300* Also cleaned up all the full throttle smoke! Needs more Cow Bell... eeerrrr Fuel Screw...
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Postby 1991cummins » Wed Aug 13, 2008 5:30 pm

awesome man! good write up...
1991 D350, reg cab, five speed, 4" dp 5" mitre cuts, 32 gsk, pump max, piston lp, POD injectors, S300, 3" cooler tubz, coolingmist, boost, pyro and tach... dually rockstars black, and custom fit 2nd gen towing mirrors
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Postby aspoonhour » Wed Aug 13, 2008 5:59 pm

Very nice write up and pics! Thanks!

Any chance that you(or anyone) would care to explain a few of the differences between the H1E or the H1C? Or maybe just some "general" turbo tech? What do the various sizes of exh and comp housings do? I think I have a good idea, but I'm not certain.

Andrew
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Postby RSWORDS » Wed Aug 13, 2008 6:51 pm

aspoonhour wrote:Very nice write up and pics! Thanks!

Any chance that you(or anyone) would care to explain a few of the differences between the H1E or the H1C? Or maybe just some "general" turbo tech? What do the various sizes of exh and comp housings do? I think I have a good idea, but I'm not certain.

Andrew


Every thing I have found on teh H1e Says it is pretty much the same turbo as a HX40.

It's non wastegated
Compressor inducer: 60
Compressor exducer: 81.57mm

Thats whoat I have found with teh very limited info on the net.
Last edited by RSWORDS on Mon Mar 16, 2009 1:48 pm, edited 1 time in total.
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Postby jwrkansas » Thu Aug 14, 2008 4:58 am

Whats the cost of one??
92 chevy 4x4 91 non intercooled engine nv4500 valair clutch, full fuel screw turned 2 turns, slightly ground fuel cone, 366 spring, stock baby h1c , stock lift pump, timing to head and autometer ultralite boost and pyro. 17 second race truck!!
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Postby RSWORDS » Thu Aug 14, 2008 10:08 am

jwrkansas wrote:Whats the cost of one??


Mine was brand new and was free... Guy had sold the truck it went to and just wanted it out his way. They seem to be cheaper then the HX40's
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Postby gear jammer 91" » Thu Aug 21, 2008 8:43 pm

what kinda boost numbers are you seeing with this set up? ANd what size exhaust housing are you running?
Sold 91 now-intercooled W250, 388WHP 923WTQ on #2 only 423WHP 968WTQ on meth 0% correction.
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Postby fasttalker83 » Thu Aug 21, 2008 9:11 pm

would like to know if you would make me crossover tube just like this one
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Postby Begle1 » Thu Aug 21, 2008 9:51 pm

Is that 3-inch pipe?
1990 D-250 Regular Cab: Tweaked injection pump, built transmission, a cataclysmic charlie foxtrot of electronics, the most intense street-ran water injection system in the country, and some more unique stuff.
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Postby RSWORDS » Fri Aug 22, 2008 1:19 pm

gear jammer 91" wrote:what kinda boost numbers are you seeing with this set up? ANd what size exhaust housing are you running?


Don't know... I noticed that the boost line was kinked and I have not gotten a replacment yet.
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