I've been doing a lot of research on this subject, and I want to know if my base ideas for this engine build are good, or if I need to do more research.

dss level 10 351w race prepped block 4.03" bore (357 ci), stock 3.5" stroke crank, forged h beam connecting rods, forged -22 cc pistons, dss main support system, trick flow twisted wedge track heat 205 heads with 65cc combustion chamber, victor jr intake, and a custom ground cam, not going over 0.550 lift because if I understand right you need trick flow pistons in order to work with any higher lift than that. And I'm looking into the pony down stage 2 single turbo kit with the 70mm turbo.

if I did the math right, with 0.041 compressed head gasket I should be running right around 8.5:1 compression ratio, and with 15 pounds of boost I should run a final compression ratio just under 12.4:1, which from my understanding I can then use premium pump gas and should be fine. This is my first ford engine build, and my first time with using a turbo.

my goal is a nasty street motor that pulls very hard from low end, but I don't need to rev it to the moon to get peak hp and torque. Running on pump gas is a must

 

scratch the pony down turbo kit, i read about all the customer service issues on here, and i dont want to deal with that mess.

also forgot to mention, this is going to be a blow through carb engine. was looking at the pro systems carburetor.

 

id use something with at least 75-76 mm compressor

http://www.turbodriven.com//perform...wts=400&pt6_wd=83&pt6_wd2=74&pt6_wrsin=92044&


above is a link to the Borg warner Matchbot ,,watch the videos at the bottom and play with the numbers

 

A single plane intake (even a small one like the Victor jr) and good low speed performance are mutually exclusive especially with a turbo.

 

is there a better intake that you'd recommend?

and not doubting your knowledge at all M&m turbochargers, just asking for my own knowledge, but why do you recommend a 75-76 compressor?

 

I'm no expert on manifolds for a carb so I will just say that you should get a dual plane manifold of some kind. I would personally do the 185s instead of the 205s also. Definately agree that you should use a bigger turbo also.

 

Am I about correct on my compression ratio that I'd wanna run? And why do you reccomend the 185's?

 

Blow through with a dual plane intake? Will there be fuel distribution issues? You don't see many of those

Jess

 

Anything between 8:1 and 8.5:1 would be ok in my mind. After some mistakes I like lower compression ratios with pump fuel even though it has been proven with a good tune that you can get away with more.

In general a turbo multiplies torque. Run 8psi and you get about 50% more torque at all speeds after it spools. Run 16psi and you get about double the torque at all speeds after it spools. In other words the turbo does not change the shape of the torque curve again after it spools. If you want a torquey turbo engine you must start with a torquey base engine. If anything a turbo will exaggerate an engine's lack of low speed performance due to the fact that the turbo will not be spooled at those speeds. If you were to build a 'street' 351 you would not use a head that big or a single plane manifold.

 

Anyone have experience with an offenhauser dual port intake? I have heard very good things and this intake sounds pretty promising for low end and the entire rpm range for that matter.

http://m.summitracing.com/parts/ofy-6110dp

 

What is the max rpm you want to run? I have just dipped into the 9s with much less motor than you described. AFR185s, TorkerII intake, 9:1cr, crane 284h [email protected]" .512" lift 112lsa, s475 1.32, on a 50/50 mix of e85/93oct, 14psi and no intercooler. There was more in it, but tracks closed. Calculators put it at 660rwhp based on 109.74mph at 3400lbs in the 1/8. If you better define your expectations we can help more. Definitely go with at least a 75mm turbine wheel and compressor wheel. That is an S_trim, GT42, or BW S475 with 1.10ar.

 

I want my motor to have its power and torque in the low and mid range, and I'd like to keep the rpm under 6500. I want to be able to put down the pedal when I need to and the car pulls hard with out having to drop 2 gears and be in high rpm range for it to pull hard. This car is going to be a weekend street car, very occasional strip time, and I really don't care how much fuel economy it gets because it is only gonna be driven on occasion. But I do want it kept pump gas. And I want the entire set up to be very reliable. While pushing out some power and torque numbers that are very streetable, but still says you better think twice before messing with me.

 

I would like to know a little more about the intake as well. I was thinking of getting a Victor jr. for the twin turbo set up I will be doing. From what I gathered in the above posts that would'nt be a good one to get ?

 

Read this article, it explains it very well

http://www.musclemustangfastfords.c...ane_or_dual_plane_intake_upgrade/viewall.html

It all comes down to what your needs are, I was told the Vic Jr. Was a good all around intake, that's why I brought it up in question

 

Nevermind about that offenhauser post, didn't notice its for a Cleveland lol

 

Also I am looking at the d&d performance t56 6 speed manual transmission. Keeping it stick is a must for me for the fun factor on the street

 

This is an example of a good street setup that takes advantage of the fact that with a turbo you do not have to ruin your torque curve with race parts to get the desired power.

 

How much power will you be looking for? My car at 500rwhp would dust off 99.9% of the cars on the road.

 

I want between 500-600 rwhp, and I want a very torquey motor with power right of idle.

 

I just switched to the victor jr intake on my 351, I have a torker 2 that came off it if your intersted just pm me.