Turbo Meister

I'm using an Aeromotive A1000, which is barely enough for my TT383. But it can provide up to 45psi. I dont think your pump is powerful enough for a Turbo V8. It depends on how much boost you will generate. If your carb needs 7psi fuel naturally aspirated and you have 15 psi boost then the pump must push 22 psi fuel to the carb. With 8psi boost and your fuel pump, the boost pressure will keep fuel from entering the carb fuel bowls and you are not going anywhere. I started with a Holley 160gph competition geroter fuel pump which was set at 15psi. It was not able to supply enough fuel at 10psi boost, causing my Z to drain the carb dry halfway down the dragstrip. I think the double pumper carbs are better than vacuum activated secondary carbs because you dont have to worry about sealing and pressurizing their diaphragms. Hanns

The 750 is plenty big for turbo use because air is being forced into the engine. The engine is not dependent on atmospheric pressure for airflow under boost and if jetting is sufficient(also fuel pump, & etc.) this carb can deliver plenty of fuel at WOT. FI can still give you better all-around-driveability but I had this carb --sooo. Hanns

I would recommend a fuel injected engine if you can handle the technology and cost. However, the above combo can probably be done easier and cheaper. My "Old School" Street Legal 72 Z ran low 11's in the quarter mile, before I added the turbos. That's with a 383 Chevy, TH400 trans and a 750 carb. Since you don't live too far from me you might just see my Z cruising down the street. My engine is quiet but you can hear the Blow-Off-Valve from my turbos a mile away. Hanns

I was there in June for 2 weeks visiting my Father and Step-brother. Had fun with my rental car on the Autobahn. Sunday morning-- 30 minutes at 115 MPH, not KPH. Kept being passed by these pesky BMW's. Only saw one Z and it was on a classic car transporter with Ferraris and Porsches. Sure miss the big, fresh Pretzels and Bratwurst. I could have bought an intercooler for my Z for what I spent on the airline ticket. Oh well!!! Hanns

Ben It is looking great. In the long run you will have a more driveable car than my Z because of the fuel injection and intercooler. It is amazing how you were able to squeeze all that tubing in the engine compartment and keep it functional. Will you be able to close the hood without any modifications to it? Can't wait to hear about your first drive. Hanns

Looks like you did a nice job on the 383 installation but it still needs a couple of turbos. 8) 8) Is that a high Performance Z-FROG in the engine compartment??? Hanns

Ben, The pics of your TT383 look great. I'm glad you are almost done and ready to experience massive torque. Hanns

I have converted my 72 Z to 383 Twin Turbo Configuration with TH 400 transmission and 9" Ford rear. It would be great if you can do a similar conversion, especially since you are using a fuel injection system. But I don't think you are aware how much torque a properly set-up TT can develop. I have only run the 1/8th mile drags since I've been making 15 psi boost. The Z runs 6.3 seconds and 116 mph and never hooks up in the first 60 feet. And that's with a pair of outdated 14 year old Rajay turbos. You will consume your entire budget on a strong enough Manual Trans and beefed Corvette Independent rear Suspension or Straight Axle Rear. If you place the turbos in front of the engine, like I did, you don't have to cut into any sheetmetal under the hood. But remember, turbos are not cheap and you also need wastegates, blow-off valves, bigger injectors, high volume high pressure fuel pump, &etc. Good luck, I'll be watching for progress reports. Hanns

YEEEES; The Joke Meister strikes again.

I can't remember jokes but I have one for you since you are the Hybrid Z Joke Meister. Did you hear about the dyslexic, agnostic, insomniac? He was up all night wondering if there really was a dog.

Before I installed a TT383 into my 240 Z, I obtained brochures and measurements for their carbed 350 kit. I determined that there would be interference between the strut tower and the rear portion of the centrifugal supercharger housing. In addition, a bubble would have to be fabricated into the hood to provide clearance for the upper portion of the housing. However, the reverse rotation Vortech unit for the Corvette LT4 setup places the housing closer to the center of the engine and lower into the bay. I almost ordered this kit but then a friend gave me his turbos to use. Hope this helps. Hanns

Hmm....I do believe you are right, Tim..... 525 does have quite a self-proclaimed history of metallic Z car carnage. I won't join in this fray, I'll just be content to stir the pot. Hanns

"Good one", 525! Hanns

Sure wish I could join this debate about V8 vs. Turbo. But but since I have a TT383 Chevy in my 72 Z, I won't take sides. Oh well, it must make my Z twice as fast. Hanns

I'm using a MSD 6BTM in my 72 240Z with TT383 Chevy. The btm retards ignition timing which may be adjusted with a rotary dial for 1-3 degrees per psi of boost. Total retard is 20 degrees depending on the adjustment and the amount of boost generated. I run 10 to 15 psi boost and retard 3 degrees per psi. When the engine reaches 7 psi, timing is retarded by 20 degrees. I'm losing power at launch but the topend is awesome. If you run 10 psi on your engine and you only adjust for 1 degree of retard then your timing will retard only 10 total degrees, and etc. I would not run my carburated blow-through turbo engine without the btm. Hanns

I'm using a TH400 in my 72 and TT383 Chevy. I did not have to do any hammering in the trans tunnel but then I am using a full reverse valve body. I only cut out the ears in the tunnel for more clearance. The trans mount is a JTR mount and you just bolt it to the underside of the car in whatever position you want the trans to be installed. Good luck with your project!! Hanns

I think that time is for the TT Rotor engine, not the TT SBC, because I'm running 116 mph in the 1/8 mile with my TT 383 SBC. I'm thinking that the low placement of the turbos will interfere with the Z's steering rack and linkage, because I tried that location myself before settling on my current set-up. But it looks nice in the RX7. Hanns

"WHOOMP, THERE IT IS".

Mike, That's moving. I think better tires, alone, will put you into the 10's. Better do it soon before it gets too hot in the summer!! But then there's always Fall and Winter. I'm impressed. Hanns

That's a good trans combo. I'm looking forward to seeing what times you turn with your TT set-up. Hanns

If you are refering to the cylindrical object in the upper left section of the top photo it is a solenoid to activate a transmission brake on an automatic trans. One wire goes to ground; the other to power via a momentary switch. When activated, the unit locks 1st and reverse gears allowing the engine to be revved to the limit of the torque converter. Then when the switch is released the gears instantaneously disengage and allow high rpm launch for drag-racing. Hope this explains it!! Hanns

What's going on? Hanns

The MSD 6AL-BTM has a rotary dial that allows 1,2,3, degrees of retard per lb of boost, for a total of 20 degrees retard. Actually, if the BTM is turned one increment further where 4 would be, if it were so marked, it will retard by 4 degrees ( MSD denies this ). So in effect, all this unit does is vary the speed with which you activate ignition retard. With no other changes, if I retard by 4 degrees(max boost 15psi) the TT383 Chevy Z runs 113 mph in the 1/8th mile. If I retard by 3, it runs consistent 116 mph ( in the 1/8th not 1/4 mile ). Retarded ignition timing does hurt power but saves parts. The MSD unit is powerfull, too. After my last engine rebuild the engine started quite well but ran rough. It also seemed to be down on power so I tried different timing curves that had proven successful in the past. It still ran rough so I checked the usual culprits. To my surprise I discovered that I had neglected to hook up the #s 2,4,6,8, plug wires to the sparkplugs. The engine started but ran rough on half of the V8's cylinders. Hanns