Has anyone done it yet? I've successfully finished my turbo build on the sbc in my c10. I put down 743 hp to the rear wheels using a home built e85 carb. Thinking when I redirect the lesabre that it's going to need a set of twins or a big single. I'm running a 75mm Borg Warner s475 on the sbc. Any thoughts about any possible flow issues with the nailhead valves? ---------- Post added at 06:38 PM ---------- Previous post was at 06:10 PM ---------- The c10 http://youtu.be/qgnSZOLa1QY
Sorry if I came across as smug. Between your fabrication skills, modern technology, and the path first paved by Buick themselves in the early '60s, it should have awesome results. What I meant with my brief reply was 'start there--you'll find a lot of answers regarding limitations, airflow, turbo size, etc., and then bring it forward.' And I'm not that old, just interested in things that happened before I was born. Patrick
What do you want to know.. I Built a single turbo t67 401 nailhead in a 1966 skylark gs. It has a CSU blow thru carb, huge intercooler, msd 6btm box and msd dist, 34 degrees timing locked in. I did make a provision in the headers to go to twins but that wont be til I work all the bugs out. I am switching wastegate springs today to see how it likes 10lbs boost. that's a old picture but a good view of how I configured it in the a body chassis Paul
http://www.youtube.com/watch?v=6uIg3-4z9e4 not a good video but I love the sound of the wastegate and blow off valve.. I would do two 67 mm with .81 ar instead of one and let it rip..
1.5* per a pound right now and I run 93 with no problems. I and right around 9.1:1 compression with a .043 headgasket. We don't have e85 around here but I will be running meth injection once funds allow to turn up the boost even more. Did you already build the motor and want to add the turbo to it or starting fresh? I do have some extra arp stud kits and would rec ARP everything you can. one down fall is the Main studs where the oil pump will interfere. Other downfall is have to take the brake booster off to take drivers side head off. I really liked the quality with the Ross pistons we purchased but did bore it .038 over to get a better quality ring from total seal.
I don't recall what's in it. It was freshened up 12 years ago then not driven much. I plant to just build a turbo setup and carb and run it as is. 10lbs boost. E85 and conservative timing. On my sbc I'm pulling 1:1 and am still messing with locked timing. It made 743 hp in 15 lbs with 13degrees total timing. I've dialed it back to 10lbs but 22 total timing and it feels stronger than on 15
Nailheads like lots of timing.. I just blew my turbo yesterday so it is time to upgrade. I was on the small side anyways and now looking to be upwards of 76mm to 80mm .. I didn't build mine to be the highest hp or fastest nailhead but just something different. I did stud the mains, heads and change rod bolts to arp and pistons to ross.. I would atleast due ARP hardware.. 10lbs will put down 700lbs tq no problem..
I vote for twin turbos based on two reasons: 1. True Dual exhaust sound! 2. Easier packaging! Set it up with cutouts on the exhaust so you can un-cork it... A nailhead with turbos and no mufflers would be turning some heads when it rumpity rumps into the cruise ins...
If I do twins is like to package it similar to this except with a nailhead and less pretty. A single like this
I have no idea what to expect but Im going with a S475 on mine. Prob T4 flange with 83mm turbine. Looking for around 750-800 hp at crank on E85. Im looking at having autotec build me a custom set of pistons in 4.250" bore with metric rimgs. Still up in the air on rods. The stockers seem like they would hold up to decent power but I don't like the factory pin height.
A bbc rod can be made to work by cutting the rod journal down to 2.200" from 2.250",and narrowing the big end,you could even mini stroke it if you wanted to. Or Pontiac rods have the same 2.250" journal size,both are available very heavy duty from the aftermarket. You turbo Nail Head guy are nutz,I love it!! Derek
