slydog

Theres more NAT ASP hp potential from the 300cuber but the cost is epic.
 
That said Wazzy made as good as 500hp with his xflow thanks to JB race engines but that would of been at a epic cost too.
 
Issue here is people want and think of a 6cyl as a cheapo thing and expect good hp from em just as cheaply. Speed/power/money rules still apply though. I rate the idea of one though

I use a billit Mezire flex plate on my xflow too.

This port with the arrow is 3/8" Gas thread, same as Tridon (Thermo Fan Switch)TFS 110.(in top of pic)
Tridon Hi Flow thermostat TT2000 is available in 170F(77c) 180F(82c) 190F(88c)

Absolutly Fingers. Can't tell you how many cars using more boost than the ute that are slower. Shows 2 things,wrong turbo choice and or engine combo needs work. 
 
You dont just put "a turbo" on a stock engine and expect it to work or get the most out of it.The main reason Barras and LS engines respond to turbos is the cyl heads flow so well and there engine control/efi works well.
 
Mark @ JPC helped in the design of my boosted cyl head which is part of the reason it went 1.50 in the 60ft untuned with belt slip in a real 1500kg with driver street driven car. Its quite literally hp been left on the table by people using xflows,sohc,holdens and ford v8's and for the hope of saving money or been uneducated. Spend $1000 on porting and seats and valve shaping and gain a potential 100plus hp over non ported. MTOD show the difference between a stock ls turbo and a built ls turbo and the outcome was even better with a extra 300plus hp. Who doesnt want that???

Drive a modern turbo engine for evidence of what Slydog is talking about.
Instant torque and a perfectly flat torque curve (plateau/table?) from about 1500 rpm (under stall speed) to 4 or 5 thousand rpm.
Perfect drivability with great fuel economy, win win.

Compression won't kill a engine,tune will. Barras and 2js run over 10 comp. Need to talk to people who build other engines not just xflows to go forward. Or be stuck with a VHS player if you get my drift.
 
Aus fastest RBs run more comp than you think too. My xflow runs 11.2 comp and has seen 10psi @ 7500rpm with a big cam and big cyl head. On a small or stock headed combo with a small cam it would show ALOT more boost but wouldn't make the same hp.Boost is only a measurement of inlet restriction after all. So a bigger head with less restriction means it shows less boost but makes more hp and you use more comp which means little to no lag time if turbo is sized right. 

Turbos are odd things and Im not on board my self but Dans LS Centura with Chinee turbo but sized right has ZERO lag. Like powerskids from idle to max rpm in top long as you can from a standing start like your doing a brake skid.
 
Get the exhuast on the smaller side and it will still make the hp and make it such a better deal...IMO based on stuff that actually works on real cars not internet talk. 

Turbos are odd things and Im not on board my self but Dans LS Centura with Chinee turbo but sized right has ZERO lag. Like powerskids from idle to max rpm in top long as you can from a standing start like your doing a brake skid.
 
Get the exhuast on the smaller side and it will still make the hp and make it such a better deal...IMO based on stuff that actually works on real cars not internet talk. 

Compression won't kill a engine,tune will. Barras and 2js run over 10 comp. Need to talk to people who build other engines not just xflows to go forward. Or be stuck with a VHS player if you get my drift.
 
Aus fastest RBs run more comp than you think too. My xflow runs 11.2 comp and has seen 10psi @ 7500rpm with a big cam and big cyl head. On a small or stock headed combo with a small cam it would show ALOT more boost but wouldn't make the same hp.Boost is only a measurement of inlet restriction after all. So a bigger head with less restriction means it shows less boost but makes more hp and you use more comp which means little to no lag time if turbo is sized right. 

Compression won't kill a engine,tune will. Barras and 2js run over 10 comp. Need to talk to people who build other engines not just xflows to go forward. Or be stuck with a VHS player if you get my drift.
 
Aus fastest RBs run more comp than you think too. My xflow runs 11.2 comp and has seen 10psi @ 7500rpm with a big cam and big cyl head. On a small or stock headed combo with a small cam it would show ALOT more boost but wouldn't make the same hp.Boost is only a measurement of inlet restriction after all. So a bigger head with less restriction means it shows less boost but makes more hp and you use more comp which means little to no lag time if turbo is sized right. 

Two things so far...not enough cam and not enough compression. Last flat tappet I ran had 650 lift and 270 @ 50.
 
Although I had nothing but good results from Mal @ Camtech I suggest ringing the cam grinders to spec your cam shaft.

Mine is blown but there was zero difference between NAT ASP and blown with engine oil and or coolant temp.
 
Id suggest using a iron head water pump pulley to slow the pump down to allow it to cool in the radiator longer or going to a electric water pump and controller.
 
My car never went over 85c coolant temp or 185f all last week on Drag Challenge even after 3-4hrs stints.

When the Falcon six-cylinder alloy head with EFI was first introduced to the public there was a big fuss made of it in the press. Ford made certain we all knew they had developed the in-line six in a major way. It was bang up to date with the latest electronic fuel injection! They also went to a great deal of trouble making the engine look as good as they could. There was a cast alloy rocker cover and the inlet manifold had individual runners with a plenum on top of the engine. The plenum repeated the pattern featured on the rocker cover. It did look good.
One of the promotional pictures which was featured in the press and also in some of the Ford advertising was a cut away diagram of the engine. This was a sectional drawing taken across the engine (cut was left to right, across the crankshaft, not parallel to it). The drawing illustrated the inlet manifold and inlet port leading to the combustion chamber. You could see where the injectors were. The piston and rod were shown, as was the exhaust manifold.
Some years later a similar drawing was published by Ford showing off the new multi-mode inlet manifold fitted on the sohc engine.
Unfortunately, I lost my copies of these two illustrations. I was wondering whether anyone had examples of them still. If so can you put them up here? It would be interesting to see them once again.
Cheers!

You were right the first way, manuals ran a spacer, but very occasionally you come across a manual starter, they are shorter and don't engage the flex plate

Less talky more doey 👍

Grew up working on dads 78 xjs v12 jag so no room = no problem 

I like the blower over a turbo eventho i have a garret sitting in the shed 

i would say pros..
keeping the current exhaust if it's decent
having people tell you a turbo is better(and when you ask them why? they probably will stumble and walk off)
 
cons depending on fitup might be impossible to fit your hands in anywhere ? haven't seen one for ages
having people tell you a turbo is better?
 

Pro-There are kits available to do it. They can make really really good hp done right.
 
Con-there expensive and every other person on here will tell you to turbo it cos its cheaper.
 
But why be its bitch when you can be its master. I love the blower idea because its different now days.
 
 
 

Bring it down to NSW and Ill be in charge of marketing sales and beer.

Mine hasn't been run yet and TBH alot of it done thru ideas alot don't agree with but it hasn't affected me before just offended some. 
I did the pipe work yes. And its out of exhaust pipe which most say should be ally but that would mean more joiners and or welding which Im not set up to do at home yet. I can weld ally with my mig but I only have thick wire which isn'tgood for thin pipe.
 
Sizing is based on na engine out put and target hp. So as my car showed a true weight shifted 450ish hp I had 3 blowers in my range and I found 1 cheap 2nd hand at the same time. 
 
Camshaft depends on target and use again and as I want to make around the 550-600 mark (add 150hp safely to your na mark boosted) to run good et's. So im using 658 lift and 264@50duration on unspecified lobe sep with a solid roller by Marshall Custom Cams.
 
Comp is 11.2 and fired by a MS3 ecu coil on plug via LS coils and burning E85.
 
Mine is stock with ally head and you can run more comp on ally head deal over iron without detonation issues.You build a ProCharged engine like a NA deal really but if you want it to go you have to rev em and fit pulleys to suit with a solid tune.
 
So ill be aiming for around 15psi but as I have a very well ported cyl head that shows less boost under pressure but makes better hp and is more efficient It will prob be a lower number?
 

a couple pics of Tony's N/a 250 leaving the line on its way to 10.90 👍🏻👌🏻💪🏻💪🏻💪🏻

Well the kit is for a clevo thats why im cheering because its the only complete kit I have found to suit a cleveland engine.
 
http://www.torqstorm.com/ford_351_cleveland_supercharger_kit.html

Base engine has to make 300 to make 450 plus but it should that easy.
The B I G issue here is the Americans that make the kits use Windsors not clevo's. You might be stretching to find one🤔