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  #46 (permalink)  
Old 09-30-2013, 11:05 PM
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I would not use less than a 2.5" charge air pipe.
Not that crazy about the cam used. What is the head casting number? I hope its not a "185" head.

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  #47 (permalink)  
Old 10-01-2013, 05:02 AM
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The heads are 185. They have 1.94 intakes and are quite heavily ported. The throats were cut and they have a 4 angle valve job done. They were machined for larger springs and positive valve seals. I have to admit that in hindsight, we should've bought a different set of heads instead of putting the $ into these ones, but, live and learn.

Any thoughts on boost level on pump gas (93)?
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  #48 (permalink)  
Old 10-01-2013, 07:39 PM
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Read this thread. It's 164 pages of TPI induction with twin turbos on a cast piston, cast crank $300 junkyard 350 grenade (it never did blow up). What worked, what didn't, mega HP and Torque on a very small budget. An amazing journey into the turbo world. It's very long, but well worth the read. http://www.theturboforums.com/thread...part-2-to-come
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  #49 (permalink)  
Old 10-01-2013, 09:34 PM
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Quote:
Originally Posted by cal1320 View Post
Read this thread. It's 164 pages of TPI induction with twin turbos on a cast piston, cast crank $300 junkyard 350 grenade (it never did blow up). What worked, what didn't, mega HP and Torque on a very small budget. An amazing journey into the turbo world. It's very long, but well worth the read. http://www.theturboforums.com/thread...part-2-to-come
See post#40...
Marty's experience is certainly not the norm, and its always the guys who don't actually care if they break parts that seem to do well when pushing the envelope. The thread does offer alot of insight into "doing lots for very little" and is a very entertaining read. Again, not even in the realm of normal but offers a lot of good info.
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Old 10-01-2013, 09:39 PM
How fast is fast enough?
 
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Not in the realm of normal... Because? Oh, he had a good tune. There's no magic or hocus pocus.
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Old 10-01-2013, 09:59 PM
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Not in the realm of normal... Because? Oh, he had a good tune. There's no magic or hocus pocus.
No no lol, more so there is a limit to what a "stock" lower end will take.....and he didn't always have a good tune, he almost hurt it several times....that's what I meant by "the norm"....hey, im on your side here lol, we have several younger guys around here running big HP on stock parts with boost..... I have ridden in an 80's G-body with a baby LS and twins that puts down 700+ to the ground and the motors a $700 junkyard piece with 80000km on it.....its disgusting really lol.....when the tune is right, its incredible what a turbo motor will take over a N/A screamer, supercharging or spray.....its by far the easiest on parts.
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  #52 (permalink)  
Old 10-01-2013, 10:09 PM
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do the math on any engine combination,then look where most failures occur?and what causes the failure? Then look at diesel technology,,,,,
fill in the blanks yourself
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  #53 (permalink)  
Old 10-02-2013, 02:15 AM
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Quote:
Originally Posted by cal1320 View Post
Read this thread. It's 164 pages of TPI induction with twin turbos on a cast piston, cast crank $300 junkyard 350 grenade (it never did blow up). What worked, what didn't, mega HP and Torque on a very small budget. An amazing journey into the turbo world. It's very long, but well worth the read. http://www.theturboforums.com/thread...part-2-to-come
Big read is an understatement! It's 164 pages (not posts - PAGES!). I'm upto page 40 and it, if nothing else, is entertaining. Also, it is making me feel better about trying a 5-8 psi setup without catastrophic results.

I still haven't found much about plugs, hotter or colder, and timing, more or less with boost. I'm quite familiar with intake temps and what needs to be done with the timing as temps go up, but??

Still reading, still learning. Thanks for the link.
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  #54 (permalink)  
Old 10-02-2013, 07:26 AM
How fast is fast enough?
 
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Originally Posted by vinniekq2 View Post
do the math on any engine combination,then look where most failures occur?and what causes the failure? Then look at diesel technology,,,,,
fill in the blanks yourself
typically ring lands, and detonation causes it.

Not really related to diesel technology at all considering how a diesel operates.
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  #55 (permalink)  
Old 10-02-2013, 07:36 AM
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AP72,you missed the point totally,and I am surprised,,,
think more along the high RPM and high heat combination.
A lower RPM turbo seems to last longer than a high RPM N.A. engine making the same power.

A diesel is low RPM,rarely has valve train problems
diesels use high boost and rarely have sealing issues
you can add to this
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  #56 (permalink)  
Old 10-02-2013, 08:02 AM
How fast is fast enough?
 
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Quote:
Originally Posted by vinniekq2 View Post
AP72,you missed the point totally,and I am surprised,,,
think more along the high RPM and high heat combination.
A lower RPM turbo seems to last longer than a high RPM N.A. engine making the same power.

A diesel is low RPM,rarely has valve train problems
diesels use high boost and rarely have sealing issues
you can add to this
Valvetrain issues are completely separate from turbo issues, and are usually RPM related, as you noted.

Diesels rarely have sealing issues because the blocks, heads, and usually head bolts are designed to take much higher pressures than most gas engines, this is less related to the turbo and more related to how a diesel works and is subsequently designed.

FWIW there are some "higher" rpm diesels out there. And LOW rpm is usually the area where detonation is hardest to control for a gas engine, so you have to trade valvetrain stability for detonation resistance.

At this "back yard hotrodder" level you're way over thinking it though. Good turbo selection, intercooling, and tune are the 3 areas of highest concern. Hit those three and you should be alright with a conversion of most factory NA engines.

These power levels seem high for a stock SBC but consider that many 4 banger guys are making 300-400hp with slapping a turbo on a ~2.0L engine, that puts a 5.0L sbc in the 750+hp range. And I'm not referring to just 4 valve dohc engines, 2 valve sohc engines in that area are making that power too, on stock long blocks, usually on E85, and sometimes 93 octane.
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  #57 (permalink)  
Old 10-02-2013, 09:22 AM
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Originally Posted by 64nailhead View Post
Tech, hopefully you consider the 327 one step ahead of a 'fosdick' (where do you come up with this stuff)
Fearless Fosdick was a failure at everything, so anything that won't work properly earns the title of fosdick....
Al Capp's Fearless Fosdick: Comics & Underground Comix
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  #58 (permalink)  
Old 10-02-2013, 09:36 PM
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I got tired of reading all the posts so it may have been mentioned. Single HX-35 off a cummins for cheap quality turbo, or something in the 60mm area. Lag from a bigger turbo will take all the fun out of it without bigger heads. Comp turbo cam. Call them. Hypers are supposed to be good for turbo but I run forged in all my turbo motors. Not gapping your rings enough will break every type of piston every time. 882's can flow but are prone to breaking.

Kevin
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  #59 (permalink)  
Old 10-02-2013, 09:40 PM
How fast is fast enough?
 
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Hx35? Really? Kinda small... A 60mm turbo is a good place to start though. Very common size for a street v8 in this displacement range.
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  #60 (permalink)  
Old 10-03-2013, 01:07 AM
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Quote:
Originally Posted by cal1320 View Post
Read this thread. It's 164 pages of TPI induction with twin turbos on a cast piston, cast crank $300 junkyard 350 grenade (it never did blow up). What worked, what didn't, mega HP and Torque on a very small budget. An amazing journey into the turbo world. It's very long, but well worth the read. http://www.theturboforums.com/thread...part-2-to-come
I think that proves it. A forged bottom end isn't necessary. I'm going to stick with the stock 305, keep the tuning right and see what kind of performance I get.
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