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Thats the same one i run on my 383.Fully spooled to 15 lbs at 3500 r.p.m. Max power at 5000/5200 r.p.m,shift at5500,121 m.p.h quarter

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Are you referring to the GT45 and is it a single turbo

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Next question is on the A/R... the one I said lays
it nice on the island is the 62-1 trim.. now in a lot
of the specs it shows like a A/R .60 and a A/R 1.15
on the turbine side...but yet I cant find a map of
this on that site to see how it lays up

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You will never see an exhaust side map. to many variables. Timing, a/f ratio, fuel type, compressor to engine match, temps, shaft speeds,etc... My advice is start with the largest turbine wheel that the compressor will handle, and the smallest tangential housing that will fit that wheel. You can always step up the turbine hsg, or machine a bit of slot out of it to knock back the drive pressure.
A compressor side that is to small can also drive the exhaust pressures to high. Even with big turbine wheels. When shaft speeds go to high(small compressor) the turbine wheel has the same effect as the compressor wheel. Centif force starts raising ex side pressures "artificially".
Logging exhaust/ intake pressures teaches you alot.

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Next question is on the A/R... the one I said lays
it nice on the island is the 62-1 trim.. now in a lot
of the specs it shows like a A/R .60 and a A/R 1.15
on the turbine side...but yet I cant find a map of
this on that site to see how it lays up

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You will never see an exhaust side map. to many variables. Timing, a/f ratio, fuel type, compressor to engine match, temps, shaft speeds,etc... My advice is start with the largest turbine wheel that the compressor will handle, and the smallest tangential housing that will fit that wheel. You can always step up the turbine hsg, or machine a bit of slot out of it to knock back the drive pressure.
A compressor side that is to small can also drive the exhaust pressures to high. Even with big turbine wheels. When shaft speeds go to high(small compressor) the turbine wheel has the same effect as the compressor wheel. Centif force starts raising ex side pressures "artificially".
Logging exhaust/ intake pressures teaches you alot.

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Whats the difference between the A/R62-1 and the
A/R .60 with A/R 1.15 on the turbine side... would
this work for me

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I'm a little confused with that question. Let me start by saying that turbo nomenclature differs from manufacturer to manufacturer. Then, throw in vendors making thier own names/ numbers.
I'm guessing that you are asking me about a "61-1" turbo.
I'm also guessing that the compressor wheel is designating the "name"
Pay no attention to the compressor Area/Radius. Manufacturers wont machine an incorrect housing to fit a wheel, so pick the correct compressor wheel for your power/pressure ratio, and just accept thst the compressor housing will be best one for that particular wheel.
It's a pretty good bet that this turbo has a "p" trim wheel, though I would confirm this with the seller. P trims will easilly take you to 800hp. I would start with small (low Area/Radius) turbine housings. Depending on the seller, some will let you trade turbine hsgs within a short period after sale, assuming you dont damage them. I would not start out with a 1.15 with twins on this engine, but at worst it will just be a touch lazy coming into boost. It just depends on what kind of boost hit you want. Smaller turbine A/R=quicker influx of boost with less top end power, and vice-versa.
Will they work? Sure. will they be optimum? Maybe. Will they not work? No.

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Thats the whole thing... its hard to compare one to
another if they use different numbers.. sure wish
they had to all play on one standard ... you get some
that use numbers then someone has to throw a "P" into
the game... I dont want it to come on too low... would
like to cruise at little to zero boost but then bring
it in for the upper rpm power(I know I'm asking quite
a bit)... that 62-1 would be about perfect but its
hard to find that actual one(if you can)

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Also... if you're only trying to make such little power increase, why bother with the intercoolers? That boost range (<10psi)will easily run on regular pump gas. Especially with a carb.

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2 reasons Scott.. I have the inter coolers already and
I figured the more you cool the inlet air then there
is less chance of detonation and would be easier
to run pump gas

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I agree with a lot that's been said already. Compressor A/R is a useless measurement for our purposes, but turbine A/R is very important. Trim is also a term rarely used, just look at the compressor wheel measurement.

On 418 inches, the twin 1.05 turbines might be a bit laggy, but they will work. Don't be afraid to look at build threads of Chevy and Ford combos online, similarly sized engines will offer good info about the spool characteristics of a pair of those turbos.

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Looks like I'm gonna try a 60 and a .96

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I bet that will work just fine!

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Hope so.. but thats what I'm gonna try

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I agree with a lot that's been said already. Compressor A/R is a useless measurement for our purposes, but turbine A/R is very important. Trim is also a term rarely used, just look at the compressor wheel measurement.

On 418 inches, the twin 1.05 turbines might be a bit laggy, but they will work. Don't be afraid to look at build threads of Chevy and Ford combos online, similarly sized engines will offer good info about the spool characteristics of a pair of those turbos.

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Looks like I'm gonna try a 60 and a .96

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