Good man, read more about turbo conversions.
I am making turbo or supercharged engines, as well as high out put engines, all of a similar specific output. They all have very different requirements in terms of engine building. Gearing and drivetrain durability is an issue with any performance engine combination. Just a wrong diff ratio can cause myriads of problems.
You can bolt up turbos and superchargers to stock engines, but they have to be designed around there working stress.
My Mustang is a car very much like this Aussie Torana SL/T , and its the donkey I use to do the development.
http://automotive.anobviousdistraction. ... index.html
Normalair Garret made these awesome turbo GMH 202 cubic inch cars, as well as the 308 Turbo. They Chapter 22'd. Reworked, reformed, became AIT, chapter 22'd again. The AIT's had EFI 250 engines with 260 hp, then a radical twin turbo 4wd project, with awd in a Ford Fairmont. Each car was what the XR6 Turbo and the last Territory Turbo became, but 21 years earlier from an adventurous privater.
The manager, David Inall, was a good economist, and an even better engineer, but if the basic equipement is not right, you won't get a great result. Pistons, gaskets, ignition and carburation, and transmission strength, especially in those Aussie cars, were always problems. First rule of systems developement, nothing ever works right the first time.
If it was America, and the NGT/AIT manager was Ak Millar, he'd have still been solvent at 93...
Meantime, I see this, the the idea of what Linc 200 did with his 13.879 sec 1984 Mustang with his turboed 1983 X code 92 hp based Fairmont engine started with his pivital work....