160 > 536....... 335%!!

Single 3" exhaust on a 2.2/2.5 turbo car is a restriction so imagine it's quite a bit on yours.

Any pics of the engine bay?

The motor goes in my "Blue Creampuff". 1981 W-150. It's been rolled, turned into a farm sprayer, and abused to within an inch if it's life. I paid 2 cans of diet Coke for it. It's only got 50 some thousand original miles on it and it looks like it's got 500,000. I've surprised a few sports cars with it though.

I don't want to try and run 26lbs of boost on the street and that what it took to generate those numbers. All I've got to work with at the pump is 87 octane, that and a snow alky injection system under the carb.

A Snow is on my 2-do list, but they were a little vague on what kind of advice they could give me for my PT6466 equipped 2JZ. I'm trying to add knock suppression via methanol to dodge running really big (1,000cc) injectors, but not sure what pump gas A/F to try vs. how much volume via Snow.
Did they help?

Can't really tell you yet but I did buy 2 different jet sizes. My first try with failed due to operator stupidity.(I under fused the circuit.)

Keep us posted on your progress, it would be interesting to know what numbers you are getting.
At this time I am running two turbos on my 318 truck and I can tell you that it is holding up the 500+ HP and I'm only at 8 pounds of boost. Bottom end is stock but I am running a bigger cam and same as you 302 heads with 360 valves but I've done quite a bit of Port work oh yeah and I'm running dual quad throttle bodies on a tunnel ram.
I have no intentions of pushing my luck with it though, until my new motor is ready to go in.

Inspiring topic.
Makes me want to start to play with the watercooled Raptor V Supercharger I've got, although I'm sure results won't be that spectacular as with a turbo.
The constant S/C drag won't help MPG either I would think.

With a proper low rpm bypass valve to go around the supercharger, it isn't too bad.

Thanks for the particulars on the 318.
Interesting that you saw 229hp from 372cfm, that's really close to the 0.6hp/cfm that I use as a rule of thumb.

An actual 229hp would be a big improvement over the 120 or so hp the truck may have come with. In this day of seemingly unlimited horsepower figures, those small numbers seem like peanuts but the percentage gain is what's important to how the car feels.

I'd be leery of taking a 318 block over 500hp but then again 318s are nearly free.

Fast68, I think the biggest thing holding this combination back is the dinky ports. It takes more pressure to jam air through a small hole. Other dyno tests of turbo engines have shown that intake port flow is very important to achieving max horsepower. If the airflow was increased to increase baseline power, then it'd probably follow that hp would increase proportionally. I'm not so sure if a larger cam and more compression would translate the same, though.

R.

With it being a boosted combination, I’d have just gone with some 360 heads for the bigger runners and added flow, and not worried about any loss of velocity, but it’s easy to sit at my desk and spend other people’s money.

I agree, those 302 heads are about the wors choice for this, I would say even the open chamber 318 heads would be a good upgrade as they flow more and will drop the compression a hair.

I have several sets of 360 heads I could have used. With the cam I am using and the fact that most of the time it is not under boost I didn't want to loose any port velocity and kill more bottom end.

Im going to order up some 3-1/2" tubing and redo the exhaust right off the turbo and see how much that improves things too.

Well I got the 3-1/2" tubing and made up a head pipe off the turbo. The problem now is keeping the hose between the turbo and the carb hat from blowing off, I need to pick up better clamps.
The highest rpm I've been able to pull to is 4356 and them the clamps give up.
The numbers so far are; 489.1hp and 589.8ftlbs.@22lbs. of boost. The numbers are still going straight up, I don't know how much harder I dare push this poor thing with stock cast pistons.

Have you tried these?

https://www.amazon.com/Breeze-Constant-Torque-Stainless-Worm-Drive-Diameter/dp/B009SD07IK

Kevin

Yep, in fact I have one right off the turbo, I need a couple more the right size.

Maybe try the T-bolt style with the spring. That's the style on my C15 Cat and N14 Cummins. I think they are 4" and hold 40psi.

Kevin

Well I got it to pull to 4350, made a few minor changes and here are the numbers.
520 hp and 633.4 ftlbs. at 22.44 lbs of boost. I put the air turbine on it and it was pulling 1024 cfm through a 600 Edelbrock. I wonder how it would respond to a 750?
That's about as hard as I dare lean on 100,000 mile cast pistons. Engine is still intact.

Dave, with pistons being the first thing to go, have you considered stock bore hyper replacement pistons with the ring gaps opened up a bit? Did the failed pistons show signs of the rings butting?