Choosing a twin turbo SBC kit
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I think I like the second kit more, but I am sort of a beginner with turbos. I also plan to switch to a 700r4 and 3.55 gears | I think I like the second kit more, but I am sort of a beginner with turbos. I also plan to switch to a 700r4 and 3.55 gears | ||
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| + | New Contibution. I do not think that there are any porly made turbochargers, though some obviousle are better that others by design features. Variable exhause housing vanes, water cooled center sections, ball bearings etc, are all features that you will pay more for. I did not look at the kits in question, but I have seen a lot of them on ebay. Some are great values, in term so f what you get for the money, but that has little to do with suitability for your application. | ||
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| + | The most important thing will be matching the turbo size on both the compressor and exhaust turbine sections, as well as the exhaust housing. Your goal of 475/430 are easily within reach, even with a single turbo. The advantage of a dual turbo arrangement is primarily one of getting to use smaller turbos, which will spool up quicker, less lag until boost. | ||
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| + | You do not need to change your intake manifold. The carburetor will work as well. However, if you leabe the carburetor on the intake manifold, you will need to make some modifications to it. Blowing pressureized air into the venturies, fights the flow of fuel into them. A way around this, is to put the carburetor inside a box, and pressurize the box, that way, the fuel in the fuel bowl is also pressurized, and balance is restored. However, you should then also, install foam floats, if you do not already have them, or the hollowbrass floats may collapse under the pressure. Obviously, you need to figure out how to keep the throttle linkage and fuel line entrances from leaking air. | ||
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| + | Alternatively, you can mount the carburetor upstream, and have the turbo(s) suck air through it. This way, you can leave the carb relatively unmodified (rejetting would be a good idea) but you will have to reloacate the carb, airfilter, and reconfigure all connections to the carb. | ||
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| + | Using electronic fuel inject, will work much better though. Considering the modest about of power that you want though, I would consider going with nitrous oxide instead. Reagarding the turbos, if you have to ask this question, you do not yet know enough about them to do the installation. It can be done by a do it yourselfer, but you hve to know what you are doing. Aprofessinalinstall, will be very costly. Get a good book or two on turbochargers, get to really understand them and everything involved, before undertaking this. One other thing . . . using a turbo with an automatice provides additional challenges. The automatice looks and engine vacuum to determine shift points, and will be confused if it sees pressure intstead of vacuum. If you coonect the vacuum sense line the the vacuum side of the turbo, it will see high vacuum when the turbo is boosting, causing ealy upshifts. If you manage to sort all of that out, the next thing you will discover is that the boost to the engine jumps suddenly when the transmission shifts (because the engine slowed down, but the turbo did not. This puts a huge strain on the trans, soit also needs to be modified. | ||
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| + | Turbos are very fun, rewarding, and effective, but if you do notknow what you are doing, they can be a very expensice experiment. Ask youself if you can affore the turbos, all the mods, or, the expense of a destroyed motor or transmission, and the downtime that you will experience in those situations, as well as during what might be a lengthy install process. End of my contribution. | ||
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