Alright guys so like I said before the plan is a shoestring budget just-about-600 horsepower twin turbo big block. The theory behind everything applies equally to any system running boost whether it's a chevy, mopar, whatever. So here's the rundown on what I've learned and have planned so far.
I found $245 turbo headers on ebay that I'll weld flanges to at the collector for 38mm ebay wastegates, with the wastegate dumps in a recirculating setup, joining back into the exhaust past the turbo. (For anyone that doesn't know, the wastegates redirect excess exhaust gases away from the turbo to prevent over-spooling, they can dump to the outside atmosphere or recirculate back into the exhaust like I'm doing)
I'm leaning towards a knockoff of turbonetics 62-1 T4 .70ar turbo, with the air supplied through a couple missing headlights like the old Thunderbolts haha. Then once charged through the turbo it'll be routed through a "2 in, 1 out" front mount intercooler, with the merged charge pipe running up into a carb hat. Just ahead of the carb I'll have to weld a flang to mount the ebay blow off valve. (Again for those that don't know, the bov just vents excess boost that results from suddenly closing the throttle, preventing the charge from backing up and fighting the compressor and potentially damaging the turbo)
For fuel dumping I'll be going with the trusty 750cfm 4150 double pumper, mainly because of the power valve design which will work awesome for richening the mixture under boost and still let the engine act like a 750-topped N/A big block off-boost. Bought the first piece of the puzzle today in this garage-sale-find 4779-6 that used to be on a local stock car. It still even had the solid nitrophyl floats that are needed to rework the carb for blow-thru (these ones are single-wedge oval tracks if I ever want to hit some high banks too lol). If anyone's interested I'll also do a step-by-step on the whole blow-thru mod process, should be fun!
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Upstream from the carb I'll be redoing the fuel system since all I have in place now is a 47 year old small block setup and an electric pump up front pulling instead of pushing with no return line (not ideal). So now I'll be dropping the tank and going with a pretty damn nice 20 gal fuel cell I found on ebay, with hand-bent 3/8" sending and return lines and -6AN stainless braid hoses bridging all connections. The stainless braid hose I'm using is a PTFE (teflon lined) hose designed to resist fuel seepage, and in a black finish.
To decide on a fuel pump I had to look at both pressure and flow requirements. As a rule of thumb, fuel pressure has to rise 1 psi for every 1 psi of boost, so the formula for pressure is simple:
Base naturally aspirated fuel pressure (6 psi) + boost pressure (7/8 psi) + allowance for pressure drop through fuel line bends, etc. (about 5 psi) = 18 required max psi
The formula I used to find flow requirement was:
Peak horsepower (I was way generous at 650) x Brake specific fuel consumption (est. .6 for low boost forced induction) ÷ 6 (weight per gallon of fuel) = 65 required max gph
With those two requirements in mind it'd be easy to buy a $350 Aeromotive a1000 pump and have the capability to support way beyond what I need, but in the interest of keeping a low budget I did some hunting around and found this Carter pump with good reviews as far as reliability, only a $130 price tag, and almost perfectly matched specs to what I need.
http://m.summitracing.com/parts/crt-p4601hp
Like I mentioned about the 1:1 fuel/boost pressure ratio, this will be maintained with a bypass style boost referenced fuel regulator. At first I looked at the Mallory 4309 but it had an advertised max pressure of 14 psi, did a little more looking and found the Aeromotive 13301 with a 3-65 psi range for only $30 more.
And last but not least, oiling will be routed from a t-fitting placed on one of the 4 driver's side main galley oil ports along the lower driver's side of the 454, restrictors will be used to keep from over-oiling the turbo's, with drain lines running to weld-in AN fittings on the oil pan. Since the turbo's won't be water cooled I'll be doing a couple things to help keep oil temps down; high cap 7 qt oil pan, external oil cooler, and possibly remote oil filters. Either way I'll definitely be adding an oil temp gauge to keep an eye on things.
So I might have forgotten a couple things but that's the good basic rundown of my battle plan. Also traded my repop SS hood yesterday for $200 and the last of the front end sheet metal I needed. More progress to come and hopefully I can get that starter switched out on the Charger and get a good video up of it running for you guys next week. Wish me luck! Haha
ccasion14:
