Take a leaf from Linc 200's and Does10's drag200stang and Georges book.
Lincs and Does10's/ Kelly's you know, but Georges DIY The Turbo Experiemnet is very special. George is a very smart IT guru who makes does specialist blue tooth applications for Holden and other car companies, and makes out he doesn't know much, but he started out many years ago on his journey to I6 Turbo grunt. His Cortina 250 turbo runs a stock engine block with a really strange, almost anti turbo high duration, high lift cam, waste spark igntion, cheap and nasty Wolf 3DEFI, roller rockers, forged pistons but still a stock block, crank and rods with nothing remotely flash asside, and it, um, Does 10's just like Kelly's does. Although its cross flow, its got similar head cfm port flows to any earlier modfifed log head, and less than a 2V 250 or Classic Inlines aluminum head, so you don't need to blow your budget with expensive parts.
See this
viewtopic.php?f=3&t=5241
and most importantly, Georges car sold to a new owner, still doing 10's...
viewtopic.php?f=3&t=43235&p=518852#p518852
Since the early 80's, lots of US and Australian turbo punters have proven you can do 11 second 1/4 miles on blister packed bearing ring seal and gasketed I6's which are in good initial condition. If you control detonation, you can follow through the upgrades to ensure sucess. If you don't have forged rods, your probably okay, but long term, any post 1975 to 1983 200 cube engine core without foeged rods is a long term durabilty risk.
Mods
the ignition (Duraspark, DU1 or simialr update recurved to suit),
the fuel system with a direct mount 2-bbl,
a better cam for increased rev range
and the better later model head.
Follow the right turbo recomendations by Linc.
Note that A stock 200 sits at about 8 to 8.5:1 compression, has a low duration cam for a 4000 rpm power peak, and is the worlds moost undercarbed, and lowest flowing cylinder head around.
Just add a 41 thou thick Permaset/Monotorque composite head gasket like the 15 US dollar Appco AP630 gasket, not the stock steel 25 thou thick job, and that will drop your compression down to a safe 7 to 7.5:1,
Apply a later model head, a better cam and carb, and your good to go .
Plug for a direct mount 2-bbl 32/36 or 38 DG series Weber, and 8 or 9 pounds of boost, and follow Linc 200's set-up. He used a low mount 1983 X-code 3.3 engine, but if you'd like to use a T5 or C3 or Explorer 4 or 5 speed auto bellhousing, I have a kit that eliminates the right hand starter so you can nest the turbo right back down low like Linc did, and still keep your ancillaries in the stock side.
230 horsepower and 270 lb-ft isn't out of reach on a stock engine
That means a bolt on turbo without much effort.
Stock Ford 183 cubic inch, no changes except Duraspark Ignition, a carb hat, turbo and in that case, the engine came out with a DGAS 38 carb anyway. Its not hard to start with a better log head with direct mount 2-bbl and get about 140 hp and 170 lb-ft stock anyway. Most times you get the 120 cfm intake flow you need to create that horsepower. In my opinion, you'd have to use a higher duration aftermarket cam, then turbo it!
xctasy":7wdllxff said:
Examples? For 1979- 1986 blow throughs, the Weber DGAS 38 on the 1979 TVR 3000 (230 hp, or 90 hp up on the stock Ford of England Essex 60 degree 3 liter V6).
They had a Paxton Thunderbird/Gale Banks/BroadSpeed blow through carb design which was to put a box around a stock multiple barrel carb, and treat it like it was just a 60% bigger engine.
For example, just an 8.5 psi Holset turbo took a stock 2994 cc 142 hp at 5500 rpm and 172 lb-ft at 3000 rpm engine to a stunning 230 hp and 273 lb-ft. 61.9% power, 58.7% up on torque.
Zoom up to large and see
http://www.flickr.com/photos/triggersca ... 674093521/
and
http://www.flickr.com/photos/triggersca ... 674093557/