Offroad-Express

i was just wondering what turbos would be good for a 6.4L v8 chev?

cheers

cool__bananas wrote:i was just wondering what turbos would be good for a 6.4L v8 chev?

cheers

big ones

lilpigzuk wrote:

cool__bananas wrote:i was just wondering what turbos would be good for a 6.4L v8 chev?

cheers

big ones

i dont think they sell "big ones"

THERES SOME FAIRLY SIZEABLE TURBOS OUT THERE......................

the ones on the terex truck at work with the twin turbo twin supercharged v16 detroit are quite big

So, do you not think the blower off a 660cc Suzuki Alto would quite meet the challenge then?

where do want the power, what sort of cam , compression, pistons , rods does it have, 6.4 litre should have plenty of power already, is it a bb396 or sb 400.
vaughan

spanky wrote:where do want the power, what sort of cam , compression, pistons , rods does it have, 6.4 litre should have plenty of power already, is it a bb396 or sb 400.
vaughan

he needs trainer wheels the amount of times hes upside down

what fuel are you going to run
an old flatmate of mine ran his supercharged v8 on lpg but he piped it straight from the tank didn't use an evaporator so it dropped his intake temperatures heaps
another motor he built with a similar setup used to get ice form on the intake manifold

spanky wrote:where do want the power, what sort of cam , compression, pistons , rods does it have, 6.4 litre should have plenty of power already, is it a bb396 or sb 400.
vaughan

power midrange maybe, cant remember the compression ratio but will find out tonight, i think it has forged 350 rods with a 400 skat crank (its a 383 sb but bored out 60thou )

lilpigzuk wrote:he needs trainer wheels the amount of times hes upside down

this is a diferent truck, we wana race this one at taupo 1000

mercutio wrote:what fuel are you going to run
an old flatmate of mine ran his supercharged v8 on lpg but he piped it straight from the tank didn't use an evaporator so it dropped his intake temperatures heaps
another motor he built with a similar setup used to get ice form on the intake manifold

we run it on the BP 98 octane, we just got a TPI unit for it with all the bolt on bigger things

skid wrote:http://www.sxd.com.au/Aps/Aps_Twin_Turbo_LS3.html

we cant really buy a kit because they cost heaps and our car aint a standard set up, and thats for a ls1 and up which is different than a oldskool chev, but maybe for the new truck

You really need to decide what is the goal. Do you want huge torque, power, drivabilty, dyno figure etc as all these things aren't normally possible.
What is you rev range and what boost do you want to run? Compression ration and desired fuel type will effect this to a point. Remember big boost and lower compression cause lag and reduce driveability. The higher the compression ratio the better it will drive but it is a compromise between boost, compression and fuel. Or just run avgas / racegas like I do then you can run 10:1 compression and 10psi boost. Not sure whether a Chev is capable of this though!
I'd go for an internally waste gated turbo to get simplicity and reliablity off road.
Also I'd definitely be going ballbearing as this will give you better botton end for the same top end power figure.
To get my turbo I told them where I wanted the power and also how I wanted it delivered. ie I assume you are talking low boost to get usable power rather than high boost for a huge dyno figure but a monster to drive.
Talk to your local Garrett agent as the Garrett importers know their stuff and can spec the turbo to suit really well.
I would also spend the extra and get a really good ECU and CDI that is reliable. This means not NZ made I'm afraid. I would also make sure you have sequential injection and ignition as you will then have consistent combustion whichs allows for a better tune. If you aren't doing all this then it is highly likely that going NA and spending the money of a good ECU and CDI will provide similar power.

the new links are pritty dam good
i used to run a motec a expander and a cdi and it was perfect...
i now run a link g4 storm and its pritty dam goods as well .... if you want full seqential for a 8 you need the extreme
i get better than facotry fuel economy steady af/s and it just works

I put a Link Plus G2 onto mine originally and ripped it and sent it back as it couldn't run elctronic boost control on an 8 cylinder motor. Whichever aux output you put the ebc onto interferred with that coresponding injector feed causing a miss fire. Sent it back to Link and they could fix it and there solution was to not use ebc! The Link Plus is a cheap copy of an Autronic SM4 which I would love to have but too many $$$ for me!

The problem with Link is not the features, they have every bell and wistle you can imagine. The problem is reliablility. Sure a lot of these are because you get a lot of people fitting and tuning them that don't really know what they are doing but they are not a high level motor sport ecu and this is somewhere you get what you pay for.
Also the Autronic that I have can be tuned in a 1/4 of the time so when you add dyno time into the equation there was no difference in price!!! Have you ever heard someone say they should have bought the cheaper ecu? So I say do it once and do it right. Look at the whole picture not just the up front cost. If you have to constantly retune the ecu then dyno time will add up really quick.

as darinz was saying unless you are going to do it propely you would be best to run it n/a with the injection set up you are going to use, not only would it cost 10 -15 grand you create alot of heat to get rid of when you turbo a big chunk of steel,
vaughan