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
but guestion their smarts.
ok I moved it for you drag-200stang. 
