Turbo a 350... or???

[sparq]

Hey, got a weird question...

a Chevy 350 motor, fresh not like some used beat up piece of crap ~ what kind of boost levels from a turbo can be seen on stock internals? Something for daily driving... just curious ~ I mean ive seen people shoot those dodge motors up with 12-14 psi on the street and 20-22 psi for 1/4 mile blasts... can Chevy be the same way?

Also, when looking for more power.... turbo? supercharger? What do the "domestic guys" look to do when they want more power (I want to stay away from NOS) Thanks... :alien:

[dorifkin]

You'd benefit greatly if you used a supercharger. Turbo's require high rpm and unless it's a crate motor than forget it. Go with the supercharger since it's most likely easier to do and cheaper to go with. Keep in mind that I don't know what car your putting the 350 in.

[sparq]

Originally posted by dorifkin
You'd benefit greatly if you used a supercharger. Turbo's require high rpm and unless it's a crate motor than forget it. Go with the supercharger since it's most likely easier to do and cheaper to go with. Keep in mind that I don't know what car your putting the 350 in.

Well actually I was planning on a crate motor... but what are some good superchargers? Could you perhaps shoot me some links of places so I can go look? I would appreciate it...

[89ssgti]

Het Spark,it would help greatly if you said in what car it's going to go.

[Pikachoo]

I have heard that most people run 6~9 psi on stock internals with no trouble. Keep in mind this is just what I have heard.
I hope to be putting the INCON twin turbo kit on my future trans am. I realize that it's gonna be kind of expensive, but I love the sound of turbo's spooling up. and since it's twin turbo, that means minimal turbo lag.

[Crackerman]

Keep in mind that if you turbo a v-8 fuel injection is the only way to go. If you want to retain carburetors then a blower would benefit you more. An 8 to 1 to 8.5 to 1 compression ratio is ideal for these applications. I am a big fan of turbos but if you have money you can have lots of fun. Blowers are much cheaper. Then you have to ask your self do you want your carburetour outside of the hood(roots type blower) or would you prefer a centrifical type found most commonly on mustangs and camaros. If you prefer that way out, fuel injection would also be preferrable too. A very cheap fuel injected intake can be found on any 87 to 92 tuned port injection camaro or firebird with a 305 or 350 v-8 and will bolt to any chevy small block. Common cnrifical blowers are Vortec, paxton. Roots type, BDS, holley and any summit or jegs catalog will have a wide selection available

[377s10]

Originally posted by Crackerman
A very cheap fuel injected intake can be found on any 87 to 92 tuned port injection camaro or firebird with a 305 or 350 v-8 and will bolt to any chevy small block.

not true, will bolt on any 87+ small block, 86 and under have a different head design, as for the boost, Pikachoo is right 6-9 max on stock com,ratio, or you can drop to 7:1 and have endless boost

" dorifkin - Turbo's require high rpm and unless it's a crate motor than forget it. "

its all the size of the turbo, but it does create a little bit of lag off the line but screams through mid to high rpms, i would go with the turbocharging.

[Crackerman]

The only thing that is different in the 86 and down manifolds and the 87 andup is the 2 center holes in the intake mounting. Which can easily be modified (elongated) with a die grinder. Your engine would be a very slow dog if u dropped compression down to 7:1. Until you got into boost. You would definitely need fuel injection with tuneable software(such as Calmap easily bought thru Jegs) and a very long dyno tuning session so as to keep you out of lean/detonation explosions.

[377s10]

the intake ports are also different and its not just a quick fix with a diegrinder either the direction of the center bolts are different. too much hassle for what its worth to find the right hardware. with 7:1 cr and the right turbos makes a v8 rocket, not all turbos are the same you know and you need a long dyno session either way, you don't just slap a turbo or a supercharger on a motor and expect it not to blow up

[Crackerman]

Yes, a die grinder will fix it(putting an older manifold on a newer engine), but. You can also use the T.P.I. heads as well and not Have to worry about intake alignment, these heads flow reasonably well, have fast burn (or precursor at least) technology and respond vry well to porting. 7:1 will be a dog , unless you drive around on 3,000 rpm stall converter. If you got 1 or 2 smaller turbos you could match them to start boosting around 2,000 rpm but then you wouldn't be able to rev over about 5,000 rpm....unless you like pieces of turbo through your hood and radiator. The only way you could get 7:1 ratio is to stack head gaskets(not recommended) enlarge combustion chambers, or get very expensive custom forged deep dish pistons. Any turbo application will be expensive, for moderate horsepower( about 450 to 500) you could use cast or hyperutectic pistons but you'de have to tune the management very carefully, and would deliver superior driveability. I would recommend 7:1 ratio only for racing applications seeing well over 20 thru 25 psi of boost. With lots of money and dyno time included in the whole package.

[377s10]

you have just proved to me that you have no idea what your talking about, turbos do not explode, if the did why would toyota ever put the sequential turbo setup on the 2jz-gte motor witch uses one smaller turbo for low rpms and a bigger turbo for when the smaller runs outta breath. i would like you to show me a chevy v8 with 500hp on cast pistons last over 5000rpm or even the hyperutectic for that matter.
for applications over 450hp forged pistons are a must. and for the 7:1 compression, explain why my 327 with 7.01:1cr works soo well.
ohhh isee covering your tracks, yes the centerdome of course is gonna bolt up to the heads that it was designed for.... that only makes sense...

[Crackerman]

You obvoiusly don't read GMHTP. there are several thousand camaro's and t/a's running around with bolt on turbo kits(on stock engines) making well over 500 hp at the wheels. on 10.4:1 compression.4-8 psi of boost and 6,200 rpm shift points. If i'm not mistaken all gen 3 smallblocks have cast pistons including the mighty ls-6 and this is all on stock short blocks too. I was merely suggesting that 7:1 compression was not the best choice for a daily driven turbo car. It also depends on how much the car weighs, ur 327 probably powers a 2,500 rocket. By the way if u don't know how toyota use sequential turbos, here's how. The exhaust feeds them both( 3 cylinders to each) the smaller of course spools up faster and therefore creates enough exhaust gas volume/flow and rpm to finally spool up the bigger turbo( the small one is used unti about 3,000 rpms then is bypassed by a wastegate, u do know what that is right? It bypasses exhaust around the turbo so doesn't create any more rpm and boost.) Yes turbosDO explode, anything a turbo spins over about 120,000 rpms it WILL come apart, that's why wastegates were invented. To learn more read a book entitled"TurboChargers" by Hugh MacGinnes Copy right 1978. it can be found/ordered by any barns and noble book store. Any way, you can buy a tpi base from jegs that will bolt to 1 st gen(old) cylinder heads. Again, i would only use 7:1 or less for a race only application Again. cost is the limiting factor. as well as time and patienc to fit the turbo/turbos and intercooler into whatever car is planned on putting them in. Lingenfelter just built a twin turbo awd 427 c.i.d. sonoma and u can read about it in the latest issue of chevy high performance

[dorifkin]

Crackerman is right you know.

[Crackerman]

thank you ,dorifkin

[kamikazegmctt]

banks power made a twin turbo kit for 350s that makes 800hp and with a tweaked holly carb. for about 6000.