Thanks! I have a customer who is doing my 350 kit in his Apollo. I will try to encourage him to join the board and start a thread as he gets things together.
Hey Mark I'm here! Going to be awhile before I mess with the engine stuff though. Still getting all of the suspension components together so I don't have any "waiting on parts" time while working on that job. I did get the Aeromotive fuel pump and Bypass regulator though.
I've got an Edelbrock 650 cfm. I got the turbo kit from Mark about a week ago, and it's a friggin' work of art! :3gears:
Its gonna take alot of fuel and air to feed that 350 with the turbo's. I would suggest a bigger carb than the 650.
I am sure you can. But if big horsepower is the reason you are using twin turbo's, why would you restrict the airflow with a small carb? It just seems counterproductive to me. I am sure you have alot more experience with the turbos than I ever will, so I don't doubt what you are saying. I guess my point is, if you are going all the way with the turbos, why hold back on the carb size? Common sense would dictate that if you are going to force more air and more fuel through the motor to increase the power, you would need a carb capable of providing that increased capacity and to utilize the maximum effects of the turbochargers. Oh well, you guys will get it figured out. Even with the 650 it will be quite a surprise when that boost comes up the first time through the gears! Later, Randy
Randy, The smaller venturi are better able to "sense" pressure differential through the boosters under pressure than a big one. Also, like the power levels, the CFM of a carb increases roughly as a function of atmospheric pressure. In Garrett's case (and mine) at 8 psi we are increasing atmosphere by over 50% resulting in a 1000cfm carb. In some cases, guys will go a step further in these Edelbrocks, and reduce the jet size and metering rod diameter to help make it even more sensitive by creating a more significant pressure drop. Obviously one can go too far with custom jet and rod combos, but it is the net open area that is important. Does that make any sense? Garrett, Good to see you here!
OK, it sounds logical when you explain it that way. If it wasn't a blow through application, would the carb size make more of a difference?
Yes. If the turbos pulled the fuel/air through the carb instead of blowing through it, which is more in line with what a carb was designed for anyway, then wouldn't the carb size be a limiting factor in regards to the potential airflow through the turbos?
