Is there anyone that would be interested in a single turbosystem for a-body cars with a small block. I am designing the system right now for my 69 malibu and I am considering building a couple kits if anyone shows any interest. The turbos that are available can support up to 750 HP, obviously depending on the motor, and that is the street system I am designing. More power can be achieved with a bigger turbo.

casey@hammerdownperformance.com

anything fora 307 lol and how much..

Dan

As long as its a small block it doesnt matter, however the 307 would require a smaller turbo obviously to retain its " streetability".
as for price, it is looking like the larger turbo kit will be around $2500, no intercooler. possibly more, hopefully less.
I think it is rediculous to have to pay $1000 or more for some turbo headers. This is one of the reasons I am looking at building this kit, so the average guy can buy a turbo kit for less than $3500 or more. I am designing what I would call "header manifolds", they're not full headers and they are not cast manifolds. They are proven to make great power and are relatively inexpensive to build(compared to turbo headers).
depending on which turbo you need will determine the price. A 307 system, I would guess will be closer to $2000? I will know more when I am closer to completing the system.

I actually have a friend with a 71 chevelle with the 307. He is in Iraq right now, but I bet that when he gets back in a couple months he will want to try one of these systems.(he already owns a b&m supercharged 70 chevelle)

Thanks Dan!

You need to add an "R" in your link for it to work.

Jody

Thanks Jody

Casey, welcome to our corner of the world. You ask, 'Would folks around here be interested in a turbo system?'
As you can imagine, Team Chevelle is deeply rooted in 1960's originated technolgy. Big blocks rule the roost around here, yet small blocks are probably more plentiful.
Even though we originate from the classic powertrain set up, our general populous is hip on the latest and greatest we can do for our cars. Be prepared to provide us with all the dirty details of the system. Even though turbo technolgy isn't anything new, it's realitively new to hobbyiest as something we would consider. I'll consider anything that generates extreme amounts of power. But a few things come to mind, including:

Installation?
Modifications to the car?
Engine requirements?
Power?
Driveability?
Longevity?
Cost?

Lay it all out for us. We'll listen.

Thanks Jimmy P
I too love the classic muscle of the 60s and 70s. That is one of the many reasons that I am building a turbo system for classic chevrolets. The turbocharging industry has catered to imports for long enough, its time someone stepped up to include carburated V-8 powered vehicles in the "Turbo" sub-culture. There are many guys across the U.S. that can turbocharge anything. But what I have found is that they charge way too much for thier products and thier systems.
I want this system to be as much affordable as it is powerfull. The guys who charge 11 or 12 hundred dollars for a single pair of turbo V8 headers make my head spin.
The turbo system that I am developing for my chevelle will use as much of, if not all of the original engine set up that came from the factory. I want the system to be as universal as possible, able to fit many different cars and trucks that came with the small block. So far the system cannot be ran with a factory A/C compressor. But you cant run tall valve covers with the factory A/C compressor iether. As far as aftermarket A/C,I dont know yet.
Installation / modifications:
should be fairly straight forward. removal of the exhaust manifolds/headers, replaced with turbo exhaust header, manifolds. Electric fans and electric fuel pump will be mandatory. Duall exhaust cars will have to have at least a 3" single exhaust pipe from the turbo to under the car where it can go backinto dual if desired. Holley carburator with mild modifications is necessary, as well as a boost/vaccume referenced fuel regulator. A boost guage and fuel press. guage will be needed.
No real heavy mods. to the car will be needed. it should all fit under the hood. The system I am designing will not use an intercooler, so there will be no need to trim the radiator support to fit one unless you want to install one down the road. I do recommend that a water/alchahol injection system be used in the absence of an intercooler. I may even make it so you have to buy a water injection system with the kit for durability and longevity reasons.
Engine and power:
I have succesfully ran 10 LBS of boost with a tired high miealeage 350 that was completely stock. But that was with an intercooler. I feel that you should be able to run 10LBS of boost on a cast piston motor as long as you have the water/alchahol injection tuned properly. as well as the motor tuned properly for the boost. Forged pistons are recomended however. The stronger the engine is built the more power potential it will have. some camshafts wont work with turbochargers.(e-mail me for THAT explination)
As far as power, that is one of the two best things about a turbocharger. You can make as much power as you want with a turbo. The system I am designing should be capable of as much as 750 horsepower on the right engine. On an average 355 that has forged pistons, good flowing heads and a mild cam this system on 93 octane fuel should be able to see 600 HP at the crank very easily, that is a conservitive number. The second best thing about a turbo is its driveability on the street. It makes no boost under normal driving/ cruising conditions and retains decent miealage if you drive it conservitavely. However the kitten turns into a lion when you go to full throttle and the vehicle goes under boost. Its performance with economy, to a degree.
The cost is still to be determined. It should be less than other comperable systems, if there are any other systems for the carburated small block. I would like to see the system be no more than $2500. However it may be more when the dust settles, hopefully it will be less.
There are smaller details that I will reserve for another time if anyone is interested.
I hope this covers some of your questions Jimmy.

Casey

I'd love to turbo out my 71 Chevelle!!! It's got a 388ci., Keith Black Hyper. Pistons, 9.5:1 C/R. Cam is a measely .488" lift, you think it's good enough? And lastly, do you take monthly installments to pay it off???...lol I really hope you keep the costs down, and by the time you're done designing it, I'll be in a better situation financially. Some people that know me here might laugh cause now I'd like to jump into turbocharging, along with the rest of my "ideas" and projects...lol Well keep up the good work, PLEASE let us know what's going on, and I'd sure love to have 750hp on tap with a turbo! graemlins/thumbsup.gif ......I originally wanted a ProCharger for my Chevelle and my '91 Camaro, but it's not going to happen anytime soon. I think if anything, maybe your turbo set up would happen a lot sooner for me, and what the heck, design me one for my '91 Camaro!!!

I have been looking into a turbo or a supercharger for awhile using blow thru but the price has kept me away so far

your pricing seems alot more doable for me so keep us informed and...

If you need a donor car on the east coast ;)

Mike

Thanks gentlemen
This is the kind of feedback I hoped I would get.I will ad both of you(LXS and MCAF) to my e-mail list of people that are interested in this system, I will send more info to you when the system gets closer to completion.

LXS:
My primary goal with this system, besides making extreme horsepower is to keep the cost of it to a minnimum. Turbocharging is inherently expensive. But most of the aftermarket exaggerates the expence by thinking that turbocharging is a black art that only they know how to do, so they think they can up the price to extrordinary levels. Those times are changing with turbos getting more press and exposure than ever.
And we can thank the centrifigal supercharging people who have made running boost thru a carb something that is widely accepted. The turbo guys found that they can do the same thing with a carb, and make torque and horspower at alot lower RPM than a supercharger.(A centrifigal ony makes full boost at high RPM, where a turbo can make full boost at a much lower RPM, due to the fact that a turbo is not directly connected to the engine by mechanical means and can spin to full boost using the exhaust gasses, at a lower RPM).
As for your 91 camaro, its possible this system may fit, but I dont know. Its not as likey as say an older camaro but I wont say that it wont fit.


MCAF:
does your elky really have 950HP? if so I would love to learn how you did it.

Thanks
Casey

I wish :D (thats why I was looking at blowthru)

Thats for a Holley 950HP carb

The motor makes more in the low 500hp range

put me on your email list as well. ogre9699@yahoo.com

OK enrique, your in!
I hope to have some pics and some more info for you guys by the end of next week, if not sooner.

Casey, I love the turbo idea. I was kinda thinking along the twin turbo idea though. Just a little help if you need any, I've been told that S/B S-10 headers flipped upside down work well(shorty style). Check out www.pro-touring.com (http://www.pro-touring.com) Those guys will give you loads of feedback. I know for sure of at least 2 people running turbo setups. One is Vince, running a twin twin setup on a 68 camino. http://www.racehome.com/images/vince/vincefront.jpg

Dennis:
I love the pics of your camino(I have a 69 elky that is waiting for me to restore it).
The twin turbo systems work, thats a fact . however in order for me to keep costs to a minimum with this system, it will be a single turbo. On the other hand the header manifolds that i am designing will be able to be converted into a twin system with some simple exhaust duct work.
I have built a twin turbo system for my 80 GMC stepside truck and it works better than I had ever imagined. But twin systems are a tad more involved from a fabrication standpoint. And they would be even harder to make into a "universal bolt on".
If the single turbo is as good a success as it calculates into being, then I may turn a few systems into twin turbo units for the guys that want them and can afford the added expence.

you are on my e-mail list as well!

thanks much Dennis

Casey

Hey there Casey, not sure which email addy you got for me, but, just letting you know if you got my AOL addy, I'm going to be cancelling it, so you can reach me at LXS79@earthlink.net, or LXS14@yahoo.com. Thanks a lot and I look forward to your progress, and if you've got any protoypes that need testing, I'd be more then happy to help out :D graemlins/thumbsup.gif

Thanks, I made the change to my E-mail.
I will keep you informed, and thanks for volunteering your services.
Casey

I would be interested in a set for a Big block, I have a 66.


Bob

what rpm do those grand national turbos spool up and when do they start giving out...

I have a 468 with Brodix heads on my 70, the exhaust ports are raised .600 higher than stock. I'd be interested in running a single turbo with intercooler. So if your fabricating exhaust parts I'm very, very interested graemlins/beers.gif

I plane to run a 1200-1400 hp twin setup on a BBC regardless when I can afford to have the bottom end to take that kinda power. Till then my 496 with nitrous will have to surfice.

I would definetly be interested in seeing what you come up with.

Originally posted by chevelleracer25:
what rpm do those grand national turbos spool up and when do they start giving out... The GN turbos work better that I thought they would. They start going under boost at about 2200 RPM. However, if at any time after 2200 rpm I open the secondarys on the carb, the boost comes on FAST. It gets all of the boost all of the sudden. It almost has too much low end power because it wont launch at the track even with leaving off idle without spinning the tires hard. If I stall it up at all and try to launch, it spins uncontrolably, with NITTO drag radials.
But that is the way I designed it so it has more low end power, with my truck weighing in at 4480 lbs I wanted to get it moveing from the start. SO the stock GN turbos make good power to around 5500 rpm. Thats part of the beauty of turbos is that you dont have to spin the motor hard to make good power. I could go on and on about my theorys of turbos and how they will be used, on what kind of motor-street or drag, but I wont. My posts tend to be long winded as it is.

Casey

Hey GN geoff and CAPN CRUNCH.

Some time on the future I would like to fab up a big block system, but I dont have access to a big block car.
Both of you have large big blocks that would require a huge single turbo. The least expensive turbo that big, would cost around $1500 or more, to make big power #s would take a larger turbo. You big block guys should be used to spending more than the small block guys though! LOL.
When the time comes for a big block system(when I find the time) I will let you guys know.

Thanks
Casey

what size motor did you use that GN Turbo on?
I am planning on using it on a fuel injected 283.

I run the turbos on a standard bore 350.

Sounds like fun.
Will you take my Canadian Currency ?

Would we need to run forged rods and cranks.
I heard that stock parts are good for 500hp anyone put this to the test ?

Hey lance
I like your chevelle!OOPS Beaumont(I will never get used to seeing a chevelle dressed up in pontiac badges)It looks great!

I dont know the horspower limit of cast internals, but I do know that the twin turbo 350 that is in my GMC has right around 500HP at the crank, and around 400 at the wheels acording to my 1/4 mile times and trap speeds. That motor has forged nothing! With a cast crank, cast rods and yes cast pistons. I can run 10LBS of intercooled boost all day long up to 5500 rpm and I have never had a problem. But, I dont run any more boost than 10lbs knowing that the internals are all cast. If you want to squeeze every last horsepower and RPM out of your engine I would go with some forged steel components. I guess that one depends on how much power you want, and how much you can afford steel parts.
As for taking canadian currency, whats the exchange rate these days!lol
Casey

Lets see San Diego, CA to Salt Lake City is about 750 Miles & around 12 hours. I suppose I could take a few days off of work to deliver you a test mule, if we can swing a deal.

Oh no, cough, cough, I feel a cold coming on, maybe I might have to take a few sick days. cough, cough. ;)

Bob

Thanks BABOLOS
All of the big block guys are on my e-mail list as well. You will know when the small block system is completed. Then we can start talking BIG BLOCKS.
Thanks again!
Casey

This sounds great. Please add me to the email list. Cant wait for the small block system to be finished.

1970chevy:
You are in my friend! I'll keep you posted.

Casey

I was looking at dual PT63's or maybe a bit larger originally when I wanted a bit less extreme setup, but I dunno... seems like the only way to get the power I would seek is a huge 101 or 105 which would spool like crude I think with out a bottle to help out off the line. I also haven't seen a wastegate that can handle that kind of power.

Hey capn!

Are you building a drag car or a street car? 1400Hp is a tall order even for a 496. If its a drag car a T-101 would probably work because you would have a converter to wind it up high enough to launch it. If you plan on building a street car that goes to the track sometimes, I would go twins. probably 2 T-66s or even bigger. Depends on how streetable you want it. Or if you have the money for one of garretts new GT turbos you can go with a single GT-60 which is supposed to support from 1400 to 2000HP on a big-inch motor.

Casey

well im in the same boat im also building a single turbo 'velle , got most the parts to bad the cars in storage, but keep me posted on the project i wanna see how things turnout graemlins/hurray.gif

-glen :D

Will do Mr N2O.

Casey

Me too! I would LOVE to bolt this on my 67 Chevy 1/2 ton truck. I am very very interested in this, keep me updated if y'all could.