Congradualtions on the choice of engine!!! Just a little asside to why the turbo to low mount engine is important. It has some influence on you carb choice, because all 1981, 1982 and 1983 B and X code 3.3's were only an emissions clogged 195 cfm 1946 Holley I-bbl deal, but they came with the best E0, E1, E2 or E3 heads ever, and they are the best hp per dollar combinations you can get, bar none. And a whole lot of 1, 2 and even TBI EFI set ups are direct bolt ons to that later higher flowing cylinder head used on gray and blue sixes. And there are soo many of them around.
Ohhh, a Low mount CJ 232AB six just like Linc's 200.
viewtopic.php?f=22&t=24859
(Do you have a part number on that 164 teeth flexplate the gearbox uses. If you do, I'd like one too.)
The low mount block is
just the right unit for stand out performance modifications to the 200 I6 because all the common V8 gear goes right on it with just a few important provisos.
My absolute favourite Ford engine of all time!!!!
And my new favourite page is yours,
http://samos65.weebly.com/photos.html
To see that engine is a delight. Its become a very common engine due to the popularity of auto 3.3 Fox body cars being trashed in record numbers. See this item here
viewtopic.php?f=1&t=68983&p=528578#p528578
I'd a direct mount Holley 350 conversion to the X E2 head using the method
Crosley uses. See
viewtopic.php?f=1&t=68886. His Ford is putting about about 200 flywheel horsepower without a turbo. The adaptor and head work details are in his posts. Read all of them!
A stock Holley 350 or 500cfm with the mods
Crosley and
Does10's used will give
all the power and good fuel distribution you need. Stock non turbo applications can make up about 350 hp or more with this carb. Practically any carb set up is better than the stock 195 cfm 1946 Holley when turbo'd, although Lincs 200 got a low 13 second quarter mile with about 20 pounds of boost with his stock low mount block before the over lean mixture took out the pistons via detonation. To get fuel economy, you'll be best off using lower boost than the level Does10's and Lincs200 used. The 274 cam will be perfect with 200 cubes and a turbo, but you'll need to change the stock 1650 rpm stall speed on the converter to the 3500 rpm items
Crosley,
Does 10's, and
George (see the Turbo Experiement 250 where he uses a radcal 291 degree cam on his EFI turbo Cross flow 250 on
viewtopic.php?f=3&t=43235)
If your going to use the Ford C5 auto (the trans that came with your 1983 200 six), you'll get best results with a better, looser torque converter. Your block takes only the 164 teeth low mount flexplate used exclusively on B and X codes with the CJ 232 AB rocker cover gray 3.3 six found in any 1982 to 1983 3.3 Fox. They were a selected standard engine on certain applications. There were also hgigh mount blue IJ 204 engine placard sixes, which were exactly the same but blue and ran a C3, C4 or C5 automatic, or the SR, SROD or T4 4 -speed transmission in the Fox platform Fords.
One your website, you've gotten a manual flywheel for a high mount six; if you want to use that high mount flywheel, you have to convert your low mount automatic only block to a 1990-2011 Ford Explorer/ Ford Ranger v6 or Capri Mustang Fox 2.8 bellhousing for the SROD or T5/Mazda 5 speed. The V6 runs a left hand starter motor to clear any turbo exhast system you want and a tiny 136 to 138 teeth compatable starter motor which should work with might work with 136 teeth 2.77 early flywheel.
I'd strongly suggest using the stock 4.25" diameter converter exhast be reworked to suit a Lincs 200 style turbo.
You've got more options to consider over the gearbox side than the turbo and induction. You'll make the best budget and best performance with the low mount 200 six, and if you use a mild version of the
Crosley,
Does 10's, and
George turbo set ups, you'll spend the lowest dollars and get the highest performance.
