chaditotx

Just saw this auction on E-Bay... I know that Chrysler was messing around with these in the 80's. It is a neat idea, but are they practical? Looks like more moving parts to screw up later.
http://cgi.ebay.com/ebaymotors/ws/eB...961016814&rd=1

I need twin turbos on a v-8 good to at least 850-900 hp. The t-4's seem good to around 650-700 on a twin app. I want something bigger.

I just need some advice on what turbos to grab in a twin config.

As always... thanks yo'

SpankedYA!

MJM sells those too.

hotrex

go with a pair of 62-1s

chaditotx

Thanks Rex... just looked em up and that seems to be where I need the power. Max is about 1200 hp for two. I am thinking they are a good match for 5.8L engine... (355c.i.). I want to get around 800... and have room to play later with internals.

I just wish Chevy had a woot woot fuel injection system from the factory on 1971 El Camino's. Make my life a whole lot easier and cheaper. This carburetor ---- has gots to go.

Twin turbos+carburetor+10:1 compression= BOOOM!

I am stocking up on parts as we speak... I am so boost hungry when I am driving next to a Semi on the road, and I hear his blow off... I pretend like it was mine. It's scary.

I'm not gready... I just want 10's. Low 10's. And I want to pull my front tires at LEAST 8" at 50 mph.

SpankedYA!

The guy I consult for ahas a twin turbo fuel injected BB bowtie. Makes around 1000hp. He runs a F.A.S.T. system I believe.

chaditotx

Man.... I actually called F.A.S.T. and told them what I wanted. Believe it or not, the told me to "call Accel" and that the Gen VII system would be the best for boost. I am still shaking my head over that one... disgruntled employee?

fork

You can use a carb for alot cheaper
http://csucarbs.com/

chaditotx

Thanks for the link! I could.... but I really would prefer the metering of an EFI system. Easier to tune under boost than a carb with most set ups. Running 10:1 with a carb and boost is risky. Especially 11-15 PSI. Not so much so with efi. Most dudes with the carb "hats" are running compression in the low to mid 8:'s.

I am investing about 1800 in the crank, rods and pistons alone. Which is ALOT for a domestic V8. They should hold 1k horsepower easy. I don't ever want to hear that thing "ping" after I bolt on the turbos.

ComputerJLT

i seriously doubt that turbo in that ebay auction will support over 500hp.

the tiny vnt turbo's in the third generation turbo dodges started crapping out around 250whp; the vw turbo's are a little better but i dont know much about them.

VNT is awesome; my dad's golf tdi has a vnt turbo; that ****** has NO lag and being a tdi its a torque monster. I've also ridden in a few vnt equiped gti golfs and such; boosting while free revving the motor never gets old.

I'd like to find a medium sized VNT to use on my civic if i ever got the urge to auto-x it or something; big turbos + tight courses = dont work

chaditotx

Yeah... the Dodge turbos do crap out around 250. It's kind of a cool idea for spooling though. I agree with the big turbo not working for auto-x. One of the biggest problems for me that I can foresee is having an automatic tranny. I can get a 3 speed rated at 1200 hp, which is plenty of insurance, but the spacing on the gears means I need a turbo that spools relatively quick. I don't want to sit in first all day waiting for it to spool up. I could change my rear end gears, but I don't want to redline at 70 mph either. Leaves me in an interesting position. I will probably go with 3:55 rear gears and get a gear vendor O/D. That will drop my final by about 30%, and give me 1st, 1st O/D... 2nd, 2nd O/D, and 3rd, 3rd O/D. Should be easier on keeping it in the power band too.