First 6 200 turbo build questions

M

MR-CNC

New member
Good day team. I am building a 6-200 and I want to go turbo. I will be going with a large log head and a 2bbl EFI kit. My question comes to pistons and turbo size. with the head decked back to zero for modern gasket what pistons should I order from Racetec? Flattop? Dished?
I am shooting for the 400hp range. probably going to start with a cheap GT turbo to start then upgrade once it is all done. Should I go for a turbo that maxes out at 400 or go for 500-600 range and not stress it? I am assuming I will end up with more lag. When it comes to cam I would like some chop to it. I know the over lap will hinder performance but any suggestions are welcome. I am not really looking to squeeze every ounce of power out of it currently. some drag racing, some SCCA. 15 minute commutes to work and car shows.
I am sure my plans are all wrong for the cam and turbo but it has to sound the part. I love the way 67straigtsix sounds.
Thanks for the help!!
 
Welcome to Ford Six.
You will need a compression ratio in the 8s so do not deck the head. You will need the 62cc combustion chambers and a thick head gasket.
This will allow a flat top piston or a piston with a very shallow dish depending on the cam profile.

A cam profile for this application will have a long enough duration with enough overlap to create chop at low rpm. No problem there.
This is one of the recommended cam profiles for a 400+ hp turbo 200.

Making 400 hp on pump gas with a head that isn't ported and keeping the log intake will be hard to do.
The engine would need to make 180 hp without boost.

I take it from your signature that you have the ability to machine off the stock log intake and make your own intake manifold?
 
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I am planning on fully porting the head and going bigger valves. I am looking at cutting the small log off and making a larger plenum or getting large log head until the aluminum one is available.
 
The stock log exhaust manifold connects all six cylinders together with the common log such that the exhaust pulse from one cylinder gets fed to another cylinder creating pressure at the intake valve just as it is opening during the overlap period.

A tube header isolates the cylinders and can produce a scavenging pulse instead depending on the length of the primary tubes.
It also changes the cam design toward a more conventional LSA and exhaust duration.
A tube header design is highly recommended for a high horse power application.
 
It may be worth the chance to try the shorter Speed Daddy stainless header, they are cheap enough..Maybe route the pipes under the pan to the drivers side , either joined or two for a faster spool divided turbine...Passenger side may be possible but you would have to test fit to see what is doable.
 
I have a Clifford dual exit header. I never thought about running it across and under to the other side. I'll take a look at it tonight.
 
If its like the one I have, it is a bit to long..By the time you get it back forward too much losses .. speed daddy has a model that is very short and stainless that will keep heat up not excessive heat loss and velocity with the huge volume of long tubes...could sell what you have and pay for two daddies...Keep in mind that the turbo has to be well above the oil level of the pan to drain well..You do not want to use a pump if you do not absolutely have to.
 
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