I just got done installing a turbo on my friend's CBR1100. Riding it plus reading about INTMD8's 870 rwhp and ????'s 1000 rwhp, I've almost convinced myself to install twins on my '95 in place of the T-trim.

I've made 550 rwhp through a TH350 and loose converter and run 10.40 at 133 mph on pump gas/full weight. The engine is an 8.3/1 383 all forged, 4 bolt main, with AFR 210's and the 224/236 - 114 high lift cam. I'm figuring that 680 rwhp at 18 psi with the auto would push me to around 143 mph in the quarter on pump gas.

My thoughts are 2 - TE-61's with a PTE .63 housing (flows like a .72 according to turbo Buick guys) mounted low (I have a tubular K-member). Use factory cast iron manifolds with adapters which will position the turbos. Mount air filters directly to the compressor inlets with heat shields. It seems like the most difficult part will be piping the compressor outlets to a single A/W Vortech intercooler.

Thoughts on this?

Mike

 

I called vortech on their cooler - because I love where it is. Honestly it's in a great place aside from the fact that it's above the manifold! So you thermal wrap everything and call it a day. But I called them and to my dismay, it wont flow more then 600hp worth of air on our cars before having some massive efficiency loss. My solution was to talk to one of their techs for a few hours getting info on their intercooler to build my own that is the same style, mounted in the same place, but larger.

I'd say also just do a big single, but that's just me. I helped a few guys that owned 300ZX's and 3000gt vr4's and then looked at my single turbo DSM - and I'd never own a twin turbo again. Just the packaging is so much worse!

My setup is easy. I'm using the ptk hot parts, leaving the compressor, going straight up into the intercooler and then through it, out of it, through the maf and the elbow. Short as I could make it. Cant complain as it's going to keep packaging to a minimum.

Also, wont the stock manifolds be holding you back at that point? Sure they're more efficient compared to tube steel in the thermal part, but there is only so much they can really flow.

But I'm going A/W. And my car will see street use. Mainly because I didnt want to fuss with an A/A and moving stuff through that crowded POS bumper assembly. Then there's also the advantage of ice water...

 

Power wise on a 350, I don't see why you couldn't see 600 rwhp, which should be plenty to see 10's in a 4th gen, suspension and drivetrain permitting.
Banks and Nelson Racing in CA are building twin turbo 350's that put out around 600-800 at the flywheel, on 91 octane.
Your choke point will be the stock heads, at least plan on some port work, or better yet replace them with a better flowing set. Larger chambers will make it much easier to lower the compression also.
The stock block has handled 1000 hp, but not for long.

 

texlurch, I think you (or I) may have mis-understood. I have a 383, I've already seen 10.40's, I have AFR210's and 8.3/1 compression. I'm going for 680 rwhp through a TH350 with a loose converter and shooting for 143 mph, which should be good for 9.7 or so.

Mike

 

My bad... brain fart! Must have been thinking about another post..

After re-re-reading your post I am back on the same page!

Rather than the Vortech aftercooler, I have seen someone use a pair of air/water coolers on either side, where the battery sits, and then Y them back together into the TB. You'll also need a different grind for the turbos, they don't much care for added exhaust overlap (at least I have been told)

Banks says their manifolds have made 1000 hp, so the cast style should work for your power levels.

And the colder the inlet air into the turbos, the better you are. I would try and pipe them in some how. I already had a airbox for my cowl hood, I just modded it for a pair of K&N filters. Draws nice cold air (kinda noisy tho! )

 

There's an LS1 single turbo car using stock 6.0 LQ4 manifolds that's making 1380 flywheel hp. The manifolds shouldn't be a problem.