:
: hey all
: i'm also interested in this little turbo
: ordeal, i'm going to have my truck off the
: the road for about 2-3months in the winter
: and i'm going to be doing an engine and also
: i'll be doing all of the body work at my
: work so i need to gather all known
: information now. for a turbo setup i'm
: looking for something cheap and effective. i
: know the 2.2L's work but i want something
: thats gonna last till 55hun RPM, what would
: i have to gather from the junk yard for the
: trubo, i'll have a hood scoop and i want to
: make use of that also, i was hopeing to use
: a intercooler if possible to. i was thinking
: of going the 198 2.2L piston route but i
: think i'll suffer from the fuel milage loss
: for yes an every day driver. so i need a
: setup that is farely easy and bullit proof,
: if i could get some opinions that'd be great
: and also some "pros" and
: "cons" of the turbo. also is the
: A-833-OD capeable of doing high rpm gear
: switches?? i seem to have problems with
: grinding when going from 1st to second at
: 4000rpm but i can tell ya i can sqeal in 2nd
: but thats besides the point, heres what i
: want to do for an engine.
:
: 225 (or 170 not sure)
:
: Head: Heavy Port Job on intake and exhaust with
: polished exhaust ports.
: alittle larger valves (need help on this)
: 340 valve springs
: shaved .010"
:
: Block: shaved .010"
: bored .030" or .060"
: shot peend rods and crank
: lightend and ballanced crank
: Killer Camshaft
: Windage tray
:
: Intake/Exhaust: Hyperpack or regular 4bbl
: (possible EFI)
: single or dual if possible headers with custom
: turbo mount. (if required)
:
: Turbo: heres where i need the help, could i use
: a belt driven turbo?? if so which ones and
: what are the ad/disadvantages to this?
:
: any suggestions are welcome from anyone. still
: want to keep some gas milage and this is a
: lower end engine build compared to the
: 198/2.2L combo, also i'll need to know
: exactly what to get from the junkyard and
: what kind of fab work is needed.
: THANKS!!
:
: p.s i'l like to be running in the 16sec or
: lower quarter mile saying the truck WILL see
: the strip, sorry for the long rant!
:
: Justin

: truck
: looking for something cheap and effective.
: fuel milage loss
: every day driver
: farely easy and bullit proof,
: 225 (or 170 not sure)

:
: Here's my thots based upon the following key
: phrases and words that you wrote . . .
: For a daily driver truck (read heavy), you want
: torque at the lower rpms in order to get it
: moving. The 170 could make lots of power at
: high rpms but I don't think you want to be
: reving your engine just to get out of the
: driveway. A high reving 170 also goes
: against your desire for fuel economy. A
: engine thats continously operating at high
: rev's requires higher quality components and
: quality of assembly since you basically
: quadruple stress with doubled speed. That
: goes against your objective of low cost,
: easy and bullet proof. Definitely stay with
: the 225.
: Turbo's and superchargers are definetly a way
: to get more performance but are also a
: significant step up in terms of complexity.
: Firstly, a belt driven turbo is a actually
: be a 'centrifigal' supercharger which is
: different from a 'positive
: displacement'supercharger like I run. The
: centrifigal moves air by building up
: pressure independant of the volume of air
: moved. The positive discplacement unit moves
: a given volume of air per revolution
: regardless of pressure. This distinction
: produces different operating
: characteristics. The positive displacement
: unit works very well for a daily driver
: because the ratio of the volume of air moved
: in relation to the volume consumed by the
: engine (displacement volume every 2 revs) is
: essentially constant regardless of engine
: rpms. Therefore it can work very well at the
: low rpm environment required by a daily
: driver and it continues to work well over a
: broad rpm band.
: The centrifigal devices (whether belt driven or
: exhaust driven) usually require higher rpms
: in order to be spinning fast enough to build
: up the pressure required to move the air.
: Therefore, the rpm band at which they are
: useful is not quit as broad as that of a
: positive discplacement type.
:
: Jason, it really comes down to knowing what you
: want your truck to be and knowing what
: resources ($$, assistance, knowledge) you
: have available.
:
: Good luck! Stay warm this winter and maybe next
: summer, I'll see you at the Pony Corral.