Well, my boss is looking for a fun street car with full spool in the 2600-2800rpm range. He only plans to run 8-10psi intercooled in his 67 camaro. The Precision T74 Q-trim was the smallest I recommended for spool time. Any smaller and the turbo would be off the compressor map's efficieny range. We were looking or a T76, but found a great deal on the T74. He just got his flow #'s for his Dart Pro 1 heads he is going to use on the 383. Lloyd Elliott ported them BTW...

237 cc intake port
74 cc chambers

Flow #'s are . . . . .

.2......142/105
.3......199/145
.4......248/175
.5......281/202
.6......302/217
.650...314/226
.7......317/229

2.08/1.625 Ferrea 6000 series valves
Comp 26120 big bee hive springs
Titanium retainers
10 degree locks
spring locators

He is having HPE build his 383 shortblock, minus the cam and have cam motion grind the cam. He is having B&G Fab do his hotparts for him. The setup should be sweet. He is hoping for 600rwhp...I think he can get there with 10-12psi. If anyone has any suggestions or ideas for the project, input would be appreciated. BTW, dont huff and puff about the turbo being too small, he wants quick spool for the street Thanks...

 

How's your stuff coming along?

 

Good thanks. Slow, but moving forward. I got all the front suspension out, and am waiting for the shortblock to get here. I am redoing my turbo kit to be a chassis mounted setup (like metaman's on ls1tech) with 2 or 3 flex sections. It will be mounted in the front fender on the driver's side behind the fog light...

 

cool. Sounds like an interesting setup. I'll have to look it up over at ls1tech

 

http://www.ls1tech.com/forums/showthread.php?t=333193

 

The heads are overkill for the modest goals.

And. . . most people don't know this, but Cam Motion's oh-so-popular reverse-split turbo cams have been proven weaker than a single pattern cam in back-to-back dyno comparisons.

Mike

 

Well, he only wants to run minimal boost as I mentioned above, and we all know that the more the heads flow, the more power it will make at a given boost level. Plus, he has less than $2k in the heads/valvetrain/porting.

As far as cam motion, I have read your opinions on them and read the big thread on turbomustangs with Jim's cam dynos. I'll definitely have to think things over on that. Thanks Mike.

 

For several years now, the Turbo Buick crowd has been aware that reverse split cams work well when backpressure is very high, like 3:1. When they manage to get the backpressure down to <1.5:1 they'll switch over to a normal split cam.

BTW, if you can get me a legitimate 320 cfm out of a set of 23 deg, standard port location assembled heads, including valvetrain for $2000, I want to put in an order for 20 sets right now.

 

Mike, I dont think there is any reason to doubt Lloyd Elliott's port work or flow numbers. His numbers have been tested elsewhwere and verified. I have heard that TEA (who does a great job on heads) flowed 10cfm less on LE flowbench. They claim 280cfm and put down 270cfm on LE's.

Castings for Dart Pro 1 230cc heads = $900
Portwork by LE = $700
Valvetrain = $400

There is your $2000

 

I really hate to bicker and nitpick, here's how I break it down:

Dart Pro 1 230cc heads, bare = $920
26120 springs = $190
Ti retainers = $140
Valves = $100
Porting - usually, legitimate 300 cfm porting is well over $1000, but I'll only say = $700
Hyd. roller cam = $250
I'll assume the lifters are stock (free)
Pushrods = $100
Roller Rockers = $250

Total: $2650

 

If he bought the heads used, they may have already had good valves and springs in them. I can see the $2k estimate. Heck, I bought my Pro 1 215s for $760 completely assembled. I admit they need new springs, but that's not a big deal.

 

He actually already finished paying it. Total was a C-hair under 2, but we'll call it $2000 even. He bought the bare castings new and all parts new.