Hope this works. One of the Mega Squirt guys sent me some pics of his Turbo/EFI V8.

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Chris'
Autobody
Restoration
Service

Ron - did you figure out what rods and pistons you are going to go with?

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69 valiant

I kind of think you are right Matt. I think there is not enough room in front of the radiator of an A body to get too much intercooler there. How it flows makes a difference too; whether the tanks are on the long or short sides, and I honestly cannot remember which is better. I think longer tanks are better. Anybody know about that for sure. You see the tanks on the short side of all those low mounted intercoolers on import tuners. So either my memory is wrong, or the tuners intercoolers are not the most efficient. I've been wrong before. Anybody know for sure about this? If I will eventually try to get a bigger inter cooler on mine, but that project is likely a ways down the road.
Sam

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Being realistic, does anyone know the approximate percentage increase in power by turbocharging a slant six?

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Go for it, You live this life only once.

When I did my 65 Valiant 170 slant back in the late 70"s, I would estimate about double. Stock engine was 101 hp, and would run low to mid 16 sec 1/4 mile. Turbo engine had a mild cam, 2 bbl carb, and a little head work. Ran mid 13.'s at 10 psi boost. My system was very crude.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

That all depends on the build, turbo, intercooler, tune, etc. You should see at least a 50 HP gain with the smallest turbo. I think Cameron Tilley's turbo slant dyno's at around 600 HP. Before I got mine working right and tuned, it dynoed at around 180HP at the rear wheels, and at that tune it felt really sick on the road. It now feels quick, and like it will make somwhere around 275 HP once I get the detonation licked. It feels as fast as my 360 Dart was.

Sam

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Long tanks and short tubes are ideal. I'm not actually running this because one with short tanks and long tubes was easier to fit, but the tubes are the biggest flow restriction. Restriction is minimized when you have more tubes and they're not as long.

With no internal mods, it felt like I had maybe 30% more power with my itsy bitsy turbo and some aweful tuning. I am going to get the engine dyno tested once it's done. It'll be interesting to see the results. The engine has a bone stock long block except for a Fel-Pro head gasket, believed to never have been rebuilt, with 200,000 miles on it. The dyno numbers will be interesting to see.

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"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair

this isn't ALWAYS the case. Yes, long tanks and short tubes will flow the best, but it will not cool as well. A lot of the intercooler design comes down to what you're using. Generally (from what I've seen poking around all the turbo stuff on this site) it seems that on the slant people are running relatively low boost. Low boost means less compression by the turbo, which means its creating less heat, which means the intercooler doesn't need to cool as much, so you can sacrifice a little bit of cooling for flow. When running higher boost levels (my SRT-4 was running up to 20-21 psi) the turbo is working MUCH harder, and therefore the intercooler needs to cool more, so you'll need to sacrifice some flow for better cooling. Another thing to consider is that if an intercooler flows TOO well, then the air can move through it too quickly to be cooled at all. And finally about pressure drop. Pressure drop is not always indicative of bad flow. It is a natural function of cooling. As we know, cooler air is denser, so when the intercooler cools the charge air, the air will be denser, but being in a sealed system the air will lose a little volume on the cold side of the intercooler. When that happens, you will lose pressure, but not because of bad flow, but because of good cooling.

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1966 Dart GT
1968 F250
2004 Dodge SRT-4