Turbo tires - just read it!!
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Yea, a T350 sounds about right for the 6. It was a 3spd, I know that... think it was a Borg-Warner unit, too? I could def be wrong on that.
I am pretty sure the T400's (or something of the same design) went behind the V12 cars but I'm not sure.
I am pretty sure the T400's (or something of the same design) went behind the V12 cars but I'm not sure.
Originally Posted by Pro Stock John
No my f'law has a 6, and it has a T400. Or a T350.
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The trans question is looming in my mind... controlling the 4L60E will be another expensive obstacle.
I am definitely going to use stock cast iron manifolds of some sort because I feel the thermal and durability benefits of cast iron far outweigh any little flow loss that will be sacraficed. I would prefer corvette manifolds because they are least "log" like and have been proven to flow very well.
I've considered alky injection but I still feel I'll cross that bridge when I get to it. It could be a good insurance policy but if I am going to be seriously limited by traction, I don't know if there will be a need to push the low compression (shooting for 8.5:1 - 9:1) 346 to a point where alky would be necessary. I'm not going to make any of those decisions until I'm smiling ear to ear looking at that longblock in the Jag engine compartment!!
Another thing I want to note... I am doing this car on a strict budget. I listed everything I would need and budgeted $10k for entire project. I decided I would not go over $12k, period. I am going to post my budget on my website for everyone to see! Thanks for all the good advice!!
I am definitely going to use stock cast iron manifolds of some sort because I feel the thermal and durability benefits of cast iron far outweigh any little flow loss that will be sacraficed. I would prefer corvette manifolds because they are least "log" like and have been proven to flow very well.
I've considered alky injection but I still feel I'll cross that bridge when I get to it. It could be a good insurance policy but if I am going to be seriously limited by traction, I don't know if there will be a need to push the low compression (shooting for 8.5:1 - 9:1) 346 to a point where alky would be necessary. I'm not going to make any of those decisions until I'm smiling ear to ear looking at that longblock in the Jag engine compartment!!
Another thing I want to note... I am doing this car on a strict budget. I listed everything I would need and budgeted $10k for entire project. I decided I would not go over $12k, period. I am going to post my budget on my website for everyone to see! Thanks for all the good advice!!
Originally Posted by gnx7
Get a 4L80E or rebuild the 4L60E a few times a year for more $$$. The weight tradeoff is worth the reliability aspect. 3800lbs is very very heavy.
You can flip the 6.0 truck manifolds around and make a turbo system that way (either twin or single). They have been proven to be good to over 1000rwhp+.. plus being cast they won't crack like headers you TIG'd up out of tubular s/s or mild steel. The stock manifolds (cast) would work well also.
Alchy injection is injected under WOT in conjunction with your normal pump gas. It is like having 100 octane in the tank vs. 91/93 which allows more timing and lots more boost. Boost makes power... and without it you'll be pressed to meet your goals. A good kit is about $400.... and worth it on any turbo car driven on the street. You don't use any alcohol until you go WOT anyway. Pays for itself if you were to run 100 octane in the tank instead.
You have a big project ahead of you. Take breaks when needed so you don't get burnt out.
Good luck,
-Mark
You can flip the 6.0 truck manifolds around and make a turbo system that way (either twin or single). They have been proven to be good to over 1000rwhp+.. plus being cast they won't crack like headers you TIG'd up out of tubular s/s or mild steel. The stock manifolds (cast) would work well also.
Alchy injection is injected under WOT in conjunction with your normal pump gas. It is like having 100 octane in the tank vs. 91/93 which allows more timing and lots more boost. Boost makes power... and without it you'll be pressed to meet your goals. A good kit is about $400.... and worth it on any turbo car driven on the street. You don't use any alcohol until you go WOT anyway. Pays for itself if you were to run 100 octane in the tank instead.
You have a big project ahead of you. Take breaks when needed so you don't get burnt out.
Good luck,
-Mark
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Yea, I'm thinking hard about trans choices. I think I am going to have a traction problem any way you cut it, and want to look more into the torque ratings for performance built transmissions... because torque is what really takes the toll.
Those 4L80E's are beasts... my dad had a 2001 or 2002 (or something like that) 3500HD flatbed towtruck with Vortec 502 (or 498, or whatever the big one was)... loaded weight was over 15k lbs and that trans pulled it around fine... after we put a huge cooler on it.
Alky to subsititue an intercooler is an interesting concept... def giving it some thought... even to reduce my intercooler size.
Those 4L80E's are beasts... my dad had a 2001 or 2002 (or something like that) 3500HD flatbed towtruck with Vortec 502 (or 498, or whatever the big one was)... loaded weight was over 15k lbs and that trans pulled it around fine... after we put a huge cooler on it.
Alky to subsititue an intercooler is an interesting concept... def giving it some thought... even to reduce my intercooler size.
Originally Posted by JustDreamin
I'd suggest that you think seriously about tranny choices. I don't think the 60E will put up with 600+ hp and similar torque for long if you get it to hook, especially dealing with the weight. If you want proof, check out the truck section of this site, there are a number of trucks with turbos busy breaking 60E's & 65E's and getting frustrated about it. They do have a bit more weight (you're looking like 4000, they're probably in the 5000+ range) but probably similar power levels. The 65E is an upgraded unit, but it still lacks the brute strength of the 80E.
And if you go looking for a tranny, later is definitely better (you probably knew that). I'd be looking for the newest lowest mile tranny you can come up with (for the 65E or the 80E / 85E). I don't know about the 60E / 65E, but for the 80E / 85E you want a 00 or newer tranny, thats after their last major round of revisions.
And as regards alcohol injection: Most people think of it as a band aid. It doesn't need to be. You probably can get all of the benefits of a huge front mounted intercooler without the weight and plumbing. But that's just my $0.02, it your project.
Good luck under the "bonnet"
'Dreamin'
And if you go looking for a tranny, later is definitely better (you probably knew that). I'd be looking for the newest lowest mile tranny you can come up with (for the 65E or the 80E / 85E). I don't know about the 60E / 65E, but for the 80E / 85E you want a 00 or newer tranny, thats after their last major round of revisions.
And as regards alcohol injection: Most people think of it as a band aid. It doesn't need to be. You probably can get all of the benefits of a huge front mounted intercooler without the weight and plumbing. But that's just my $0.02, it your project.
Good luck under the "bonnet"
'Dreamin'
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Originally Posted by FastKat
controlling the 4L60E will be another expensive obstacle.
You indicated that budget is a big deal. I'm with you there. The only guy I can think of who has 0 budget concern is Jay Leno.
I don't know what parts and pieces you already have, but if you haven't already aquired the motor (& trans) I might suggest you think strongly about the truck motors (LSx series, the 4.8, 5.3, and 6.0) especially the 6.0. Most come with an 80E (but not all) and prices are usually more reasonable than F-body and 'Vette takeouts, and have compression ratios that would be more suitable to running boost. Just a thought to kick around. I'll stop now....
'Dreamin'
