Old setup pics of drag 200 stang

drag-200stang

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Here are some pics of my drag 200 stang turbo. They're just what I had laying around. Engine with no intercooler.


Engine with intercooler.


Interior


Starting to warm tires up in water box.


Sunday drive.


Time slips.



Yes, I know it needs paint badly. Currently working on. Plan to race again soon.
 
SWEETNESS!!!!!

you got stats? you gotta have stats....
gimme stats please gimme stats
 
thank you you have given me hope , what kind of carb is that ?
 
The first picture reminded me of an old joke.

A guy looking into the car asks "Is that 4 on the floor?", no 5, I drank one on the way over.:

Budabump rim-shot...
 
i have eleventy billion questions for you.

1) what head are u using
2)whats ur compression
3) what gas are u using
4) what carb are u using
5) looks like that is a draw thru set up, can i see more detailed pics of engine! PLEASE!!!


Thats super sick, 9 second turbo I6 200 U RULE :eek:
 
Ok well i have an easier question for you to anwser(not really) Tell me EVERY Thing that is done to your engine and drive line?
 
76maveric":1jhhkewr said:
he said without one ;) :D
by the wording of it though, it looks like he's saying that there is one in the system, but it's just not pictured
 
Hi everyone! Thanks for the nice comments and thanks to this forum you guys have given me inspiration to finish painting my car and get it back to the track. I'll try to answer everyone's questions. I started the turbo engine in '74. By the time I got the car to the track it was about '81 (life... you know). I've been out of the loop for quite awhile now. I don't mean this to be a "how to". There are better turbochargers, parts and equipment available now. This is just what I had and how it worked. To clarify some things see my reply and pic under inter-cooled draw though turbo post. Best ET was 9.85 at 139 mph at 8 lbs boost progressing to 15 in high gear due to a turbine housing that was too large. Cylinder head was a '74 with 1.47" exhaust valves. I cleaned up the valve bowls ('78 would be better, late model 83 hex would be better yet with the largest log both have larger intake valves). Never computed compression. Pistons were forged flat tops with 62cc combustion chambers. Probably no higher than 8:1. Used aviation gas. Carburetor was a Holley double pumper 600. Should have been larger for all out performance. Bent the rods due to over boost problems and tune up. Went to aluminum rods. They tend to absorb the vibrations of our 6's and are easier on the bearings. Had to clearance bottom of the cylinder wall and cam shaft to get them to fit. What a job! Cam was a mild street cam - adv 266 degrees -236 at .050, 450 lift. Good for about 6500 rpms. Used early adjustable rockers. The new 1.6 would be better. The engine was over bored .070 - fine when tri-powered NA but way too thin for serious turbo boost. When I finish painting the car I plan on installing programmable MPFI with ignition control which should take care of fuel distribution problems I had with the log which kept burning up rings on cylinders 2 and 5. Turbo was air research TO4B with a V1 compressor and a P trim .96 turbine housing - .81 would have been better. Drive train specs are 10.5" 289 flywheel with explosion proof bell-housing adapted with block plate and machining to flywheel. Now have 11". The stock 9" clutches of the day would explode if you ran it to 7000 too many times. Trans is a 4-speed Lenco clutchless This was state of the art at the time but it weighs about 150 lbs. It takes a lot of power to turn. Rearend is a 9" with 486 gears, 1.5" 35 spline axles, spool. 8" 28 spline axles sheared off when I put on the larger 14-32" slicks. This is the short version, as much of this will be changed this Summer. Chassis may be out of date. I may have problems with tech to run this fast or (hopefully) faster. Hope this answered most of your questions. Thanks.

Jim
 
Both Ak Millers 250 and your 200 have the low-mount starter so the turbo can sit way low. With a set of twin carbs like Mustang Geezers dual RGB Carter kit, a turbo six would have no problems with burning out number 5 and 2 rings, as the fuel distribution would be nearly perfect!

Beautifull stuff. All we need know is blank 10.5" clutches, and a full V8 running gear is just a couple of adaptors away. Heck, some people may even mis seing the turbo if it was done with a stock looking Escort air cleaner housing as a top bonnet for the carbs.

Jim, my hat goes off to you. What a pioneer!
 
Jim thanks for that post. This is such a positive forum, everyone seems to be here for good reasons, i like that. I'm starting on fabricating my turbo manifold today. Hope to use stock just as Jim did. Ill post pics once done.

~scott
 
drag-200stang wrote
I've been out of the loop for quite awhile now. I don't mean this to be a "how to". There are better turbochargers, parts and equipment available now. This is just what I had and how it worked.

True, maybe....but it's the way you put all those parts together that's admirable, you made real what most of us only dream of. Hope you can get it to the track soon, show some of those V8 boys some RESPECT...keep inline!

Alex
 
Beautiful work, Jim!

Tell me...does the brand of the cans in the engine pix have anything to do with your success? (Maybe I'm drinking the wrong stuff?)
 
Nice rig,
Errol Quartermaine down here in Perth has a turbo charged 191ci alloy head crossflow altered that runs 8.12 @ 165mph with a four speed top loader.
A7m
 
Very impressive Jim!

Please keep us updated if you can as you have a car that inspires many of us inliners here on the board my friend.

8)
 
Does the intercooler have something to do with Budweiser? Possibly a dual purpose design?
 
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