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Any other details on the specs of the car, motor, etc?

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Yup!!

383 that I had was cracked so I went with a 1975 400 Bored .060. No worries, the machinist sonic checked all the cylinders and all after the final hone was over 100. Excellent block due to NO core shift!! Seems to be more beef in it.

Diamond Racing pistons from a fellow member here includes pins, locks and moly rings. Eagle ESP H-beam forged rods(stock length). Stock 1965 383 forged steel crank. Steel main girdle from 440 source(block line honed with girdle installed). Clevite77 hp series main & rod inserts. Scott Brown cam with a 545 lift 240 dur @ .50 and 112 lobe seperation(Scott said it would be a good fit). 906 heads mildly ported(Will get the Eddy's later) with 2.14 int 1.88 exh valves,hyd lifters.

383 torker with holley 850 setup as a blow-thru... Rear power valve will be boost referenced per Holley. Per their website.

Turbo is a Borg/Warner T6 S480 80mm with the upgraded 1.10 A/R exh housing and .83 wheel to spool faster. Good for 1050 HP. After all the research this is what I and the turbo builder decided on using. Should be well into boost at 2800rpm up to 6200. 5" DP down to the bellhousing area and split to two 3.5" pipes and race bullits out to the back.

50mm Godspeed blow-off valve and 50mm Godspeed wastegate. All the hotside piping is 3" mandrel bent pipe. I am building the Log headers right now which are 1 7/8" primary into the 3" log. Cold side is 3" aluminum out of the turbo into a 31"x11"x3" intercooler into a 4" bonnet.

Fuel system is Aeromotive A1000 pump, A1000 boost reference requlator and Aeromotive Pump controller. All -8an from sump(stock tank is new) to regulator then -6an to the carb.

MSD 6AL pigged with the MSD Boost Master retarder.

It's a shame that I had to cut the inner fender but at least I wasn't the first. Had fenderwell headers at one time and the holes were patched. No big deal!! AMD makes them, LoL!

Running this all through a 833 4 speed. 3.55's are in the 8 3/4 but I will be changing them to 2.73's. Turbos like "Load"...

My pops is building a "Beefy" set of Home built Cal-tracs. Nice setup!!

Should be making 800-850 Hp at 8-10 lbs boost, If I decide to turn up the wick it should see 1000+ at 14-16 lbs. I highly doubt there will be a need for that! LoL!!

I sure hope it turns out to be the beast that was figured on paper!!
Oh by the way,
Its a Street car! !

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When building your manifolds keep the log no larger than necessary. When a small primary dumps into the big pipe velocity will drop. A 3" log may be a bit large.

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Yeah,
I have been asking the same question about using the 3" for the entire hot side and was assured it would be fine. My pops and I were throwing around words about the velocity being affected.
I was thinking that since it had a bottleneck at the T6 flange the velocity would be increased due to that .

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Sounds like a good build! However, if you could use the room, 5" DP is wayyyy over kill. 4" is plenty.

EDIT: I read your link to get the info I was questioning...

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Sounds like a good build! However, if you could use the room, 5" DP is wayyyy over kill. 4" is plenty.

EDIT: I read your link to get the info I was questioning...

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I disagree, I logged back pressure and seen a near 1:1 ratio with my s475/5inch down pipe.... It's all about pressure differential....

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I was thinking that since it had a bottleneck at the T6 flange the velocity would be increased due to that .

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I was thinking that since it had a bottleneck at the T6 flange the velocity would be increased due to that .

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Make the exhaust no larger than the turbine inliet flange. It will reduce turbulence in the manifolds.

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Are you going to do anything to protect the pipe from burning threw?

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