What turbo would be best for a 455, 4-5 psi max install. Is it even possible to use only one turbo? Also, what about the vacuum connections once the carb is boxed or modified for blow thru forced induction? How do I provide a vacuum source exactly? I THINK I have the answer when the carb is boxed, but I'm not sure. I've read 4-6 different books which did not answer this question and have yet to find a website that does, either. Any info anyone could provide on these question would be appreciated. Especially since I have an opportunity to get a T4B turbo for less than $100 and have to move quick.
Anything is possible, if you throw enough money at it... Years ago, I remember seeing a mustang, I think it was a boss 429, that ran 1 turbo that came off a diesel 18 wheeler. It was an exebition car, ran alongside the "hemi under glass" wheelie car. Vacuum connections are really no big deal. Cadillac used a vacuum pump on a lot of their models in the 80's-90's to power the brake booster. $30-$50 bucks or less in a junk yard. The distributor can be run without vacuum. As for the $100 turbo you have a shot at, go for it... You can always re-sell it, and at a proffit:Brow:
I'm not sure, but I think a single TO4B is too small for a 455. I do know that you can run a single turbo on a 455 because that was one of my options, it just wouldn't have been as easy to "turn up the boost" later. Call Limit Engineering (520-453-7321) or Turbonetics (805-581-0333) and see what they reccomend. Turbonetics also has an air plenum that goes in place of the air cleaner on the carb. I'm not using vacuum brakes or advance on mine, so the only things I have are the vacuum signal to the trans (installed one way valve so it won't see boost) and the PCV valve, which takes care of itself. The F.I. sensors and wastegates, etc are plumped normally as they work with vacuum and pressure.
Thanx for the answers. I was thinking one might be too small, but I only want a little boost, not a lot. My goal is to keep the engine itself stock and let the turbo create the HP. 400 hundred HP would make me happy. I may have found a way to go twin turbo and keep my A/C, but I'll see what I can find out first.
I may be biased, but I think you'll be A LOT better off with a centrifugal supercharger. Send me a PM if you're interested. Mike T
You will have less fabrication and a cooler charge with the (belt driven) centrifugal supercharger. Should be cooler under the hood overall! Whatever you do, let us know how it turns out.
I'm not too concerned with the air temp charge under the hood. I feel there are ways to deal with it. What I was hoping to do was use the stock exhaust manifolds. It's not the best method, but if it works it will be cheaper. Alan, you would probably know the answer to this question. If I use the drivers side manifold on the passenger side(backwards) and vice-versa, will they clear everything or will grinding/cutting be needed? I might have to move the power steering pump/bracket. My main concern is the power steering box itself. If it all fits without cutting things up, two u shaped mild steel pipes would lead up to each turbo from the exh. manifolds. I haven't decided if I want to use intercooling or water injection for extra safety. At 4-5 psi intercoolers aren't really needed, but would be nice to have. The IC's would complicate things. I'm leaning toward water injection, but would hate to have it fail or run out. Intercoolers don't have the same problems. Decisions, decisions. I think 8.5:1 compression would be best, but I am considering 9.0:1. Any additional input would be appreciated. Yes I am also interested in the centrifugal sc. I just want to see what's feasible turbo wise.
AZ, Hope you got my reply about the turbos. Building a turbo kit can be challenging even if you have experience with such things. It is unlikely that you could modify stock manifolds I would think. Consider the following.... Call TA and build yourself a good stock shortblock with the 8.5 forged pistons and high quality rings. A stock shortblock with this compression and proper fuel system can run up to 8-10 psi, non-intercooled with the centrifugal. That would equate to about a 50-70% gain. Throw an intercooler in there and 100% isn't out of the question. These kits should require very little, if any, fabrication. Michael Tweedy
p AZ-69 Skylark Myself beenplaying with the idea of some type of supercharging,and also ran into the bracket issues, for the accessories are where to mount them. I had a brain storm but I havent had the chance to try it yet. But use the accessory bracket from a GN that holds the P/S , A/C, and the alternator, and all the hardware that goes with them , I.E. lines for a/c and the P/S resivour, and ect and ect. Why Im thinking this, is you can the the alt,/ a/c bracket from a n/a 231 Regal to fit to a 455,into a Regal and have A/C so why not the opposite side from a GN? This leaves the right side of the eng clear, and my thought there was using ATI`s Procharger kit designed for the A6? A/C bracket assembly like a 71 455 might have and mount it there. Of course this is only theroretical of course, but I have those parts and I am going to try to see if this set up fits in the near future. This gives serpentine belt drive (1 belt) for the accessories, and one should only have to fab a belt drive pulley for the dampener pulleys to run the ProCharger. This set up will also work for the single turbo setup, in place of the Supercharger. Like I said ealier its just an Idea but..... it might work with a little fabbing with already avialible brackets. What do you guys think.....maybe?
Huh? Not sure I followed all that. 1982 regal with a buick 455, using modern GN serpentine drive pulley equipped accessories/brackets, is that right? o.k. I originally had thought about doing my kit with full serpentine drive accessories, but I wanted the kit to be more of a bolt on and didn't want to require the finding & changing of accessories/brackets/pulleys to use it. I do plan to have it as an option. The supercharger kit(s) I have utilize a mounting plate specifically designed for Buick engine(s). Specialty power steering brackets will be made, retaining the pump on the driver's side, so no custom hoses are needed. The custom pulley assembly should allow for stock bracketry on the passenger side of the engine and conventional V-belts. The supercharger uses a serpentine belt. Having said all that. I really like the idea of an A6 compressor conversion and/or using a full serpentine drive setup. Especially for high RPM applications. On a turbocharged application there is really no need to make room for anything there is just a lot of complexity involved in making the manifolds, tubing and oil lines, plus the tuning of the turbocharger itself to the given application. Michael Tweedy *website coming soon
