Carbed Turbo Build-Planning (draw thru)

So my son bought a roller for us to build a Carb'd Turbo to replace the missing engine.
All is going into an '88 Ford Ranger Highrider STX 4x4 Supercab. No engine/trans/tcase.

I have an '80 Monte 4BBL 3.8 disassembled some 25 + years ago (by me) that was planned to go into my 81 Limited Sport Coupe Tribute (sold).
This would likely be an 818 block casting, w/ either the 5900 or 6293 heads

I also have a complete '85 3.8 2BBL NA long-block that was running when pulled.
This should be a 140 or a 329 series block w/8445 heads from the research I found.

I also have an Edelbrock 4bbl aluminum intake for the 3.8l.

He's on a budget with little income and headed to Philmont BSA in July & college in August.
Hoping to find a non-computer based simple engine wiring setup, thinking of swapping to a Holley 600/650 carb.
I do have all the Monte equipment including the TCC unit. He's wanting to go 5spd 4x4, so looking into a NV3500 Trans & Tcase from a Chevy Silverado/GMC1500 or S10/15/Sonoma. The roller wiring is so awful it will get the 85 Cutlass Supreme wire harness and column spliced into the Ranger Dash controls.

Although this is a pretty weird amalgamation of parts & ideas, when it comes to a draw-thru unit I'm not a purist and don't care about mixing GM & Ford. The Chassis is solid & complete and super-familiar for me. I'd be a purist if it was a GN, but for this, no worries on my end. This is the kid's idea with the parts I've saved for a quarter-century. He wants me to keep the hibernating GN 100% original and correct.

ANY thoughts/ideas/encouragement/suggestions & warnings age greatly appreciated!
Anyone have suggestions on what is my best route to go w/ these options on parts?
We were thinking to try to get by just swapping out the intake off the 85 and swapping all that had been pulled from the
'80 on & try to breathe life back into it without a full rebuild...Although we may be forced to do so anyway.
Is using the stock cast (heavy) steel 80 intake advisable with it's short & severe radius, or having a machinist build an adapter plate for the stock turbo to go onto the Edelbrock aluminum 4BBl intake instead? Hood clearance in the Ranger shouldn't be an issue as it will also get a slight body lift too.

The build thread (so far) is over on The Ranger Station:
 
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The 80 setup should be first year aluminum and possibly the best choice of all draw through intakes. Watch for bridging on the end coolant passages on the 6293 heads- in theory flow the same as 8445. In the past Holley had available a draw through specific carb. I have only been able to fit 10-1/2" clutch on stock type flywheels which seems plenty on these power levels. 80 & 85 short block rotating pieces should not be interchanged- balancer/rods/auto flywheel/rod cap clearances etc. 85 will have metric accessory threads and threaded for knock sensor with a different cam running shorter pushrods- better oiling passages along with 20 bolt oil pan and slightly different timing cover. There's more I'm not a pro.
 
Thanks Sowle-
I thought (20 years later) that the 80 might have had an aluminum intake too- I guess this may not have been the original engine in the 80 Monte Turbo though, as it had some "extra" colorful spray paint on the motor and the body had been rattle can blacked. SO I'm Guessing someone had either replaced the longblock (or it was an early build for an 80 and had a late 79 built engine? Or the Monte's got the 'leftover 79' engines while the Buicks got the newer intakes - who knows with how long ago and how little is known about the turbo Montes)....I just know I do have the 4BBL but don't have the aluminum turbo manifold.
 
I believe 80 still had the "blue" engine and in 81 it was "silver". If it is miss matched maybe you will get lucky and have the 82-83 turbo housing. Make sure your intake is not the 78 "short ports". Not sure if the aluminum intake has any gains on your project- maybe someone will chime in eventually. Take a peak at the 80 crank for rolled radius in both mains and rod journals- if it's in good shape shelve it. The 85 NA crank should be just fine for your power levels. Be sure to use a stock pressure plate with an even fire crank. There was for a time very inexpensive header kits $150-200? for 84-85 series cars that are easily modified for draw through setups. I would be curious how the NV trans/case setup would bolt to a stock bell housing that work with Saginaw/Muncie/Warner 3&4 speeds. Aftermarket bell housings are expensive.
 
I believe 80 still had the "blue" engine and in 81 it was "silver". If it is miss matched maybe you will get lucky and have the 82-83 turbo housing. Make sure your intake is not the 78 "short ports". Not sure if the aluminum intake has any gains on your project- maybe someone will chime in eventually. Take a peak at the 80 crank for rolled radius in both mains and rod journals- if it's in good shape shelve it. The 85 NA crank should be just fine for your power levels. Be sure to use a stock pressure plate with an even fire crank. There was for a time very inexpensive header kits $150-200? for 84-85 series cars that are easily modified for draw through setups. I would be curious how the NV trans/case setup would bolt to a stock bell housing that work with Saginaw/Muncie/Warner 3&4 speeds. Aftermarket bell housings are expensive.
the engine (top end) I pulled was orange- turbo/intake & valve covers had been rattle canned. I think the base color might have been blue, but I'm not sure. Intake was definitely NOT aluminum.
 
So here is the Edelbrock Buick V6 performer intake I do have to consider as well.
Only conmcern I have with is is the crack in the thinnest mount (see pics) where I guess it was overtightened/torqued before I got it.
 

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So here is the Edelbrock Buick V6 performer intake I do have to consider as well.
Only conmcern I have with is is the crack in the thinnest mount (see pics) where I guess it was overtightened/torqued before I got it.
 

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Did a little more research work today: Confirmed the 85 Block is a 140 block. Confirmed the Turbo Manifold is cast steel - not aluminum- Blue paint underneath the rattle can orange, and has 79 cast into the underside (guessing the longblock was swapped from an 79 Bick then into the 80 MC.)
 
I wouldn't move too quickly on this project until you find out if the Buick V6 will bolt up to your planned 4x4 transmission or can get an adapter. The Edelbrock would be a poor choice. Not only does it mount the turbo more than 4" higher than a stock turbo manifold, it is a dual plane. The entire turbo and plenum/carb assembly is going to be sticking completely through the hood. Extra long custom made up and down pipes would be needed. You probably wouldn't see much benefit and it isn't worth the hassle. The least of your worries is that intake manifold. Your going to need a Holley carb modified for boost and an adapter to mount it on the plenum. Keep it simple. You've got enough on your hands getting the engine together, mounted in the car and all the electrical wiring, accessory drive, fuel lines and throttle cable etc. figured out. In fact, I think I'd initially set it up running NA and figure out a turbo setup later. The great David Freiberger (of Roadkill fame) once said "Don't get it right, just get it running". Words of wisdom to live by.
 
I wouldn't move too quickly on this project until you find out if the Buick V6 will bolt up to your planned 4x4 transmission or can get an adapter. The Edelbrock would be a poor choice. Not only does it mount the turbo more than 4" higher than a stock turbo manifold, it is a dual plane. The entire turbo and plenum/carb assembly is going to be sticking completely through the hood. Extra long custom made up and down pipes would be needed. You probably wouldn't see much benefit and it isn't worth the hassle. The least of your worries is that intake manifold. Your going to need a Holley carb modified for boost and an adapter to mount it on the plenum. Keep it simple. You've got enough on your hands getting the engine together, mounted in the car and all the electrical wiring, accessory drive, fuel lines and throttle cable etc. figured out. In fact, I think I'd initially set it up running NA and figure out a turbo setup later. The great David Freiberger (of Roadkill fame) once said "Don't get it right, just get it running". Words of wisdom to live by.
I agree- I got into looking at the height of the Edelbrock and the setup 'dry assembled' and even with the elevated hood height of the truck and a minor body lift, and adding that extra length to the exhaust tubing is not viable. I agree to keep it with the complete setup I have from the turbo Monte. Truly, the boy wants it "running". I have everything that was on the running engine complete including the quadrajet turbo carb, I will "just" need to swap it to the assembled and formerly running 85 NA long block. The wiring in the roller is such a mess, the full harness swap from the 85 will likely work much better. I have the dash harness, controls and all switches as well as the column too.
 
Make sure you have a working power enrichment valve (PEVR) hooked up to that turbo carb or don't use it. Without that valve controlling the carburetor's power enrichment , the engine will go lean under boost. The result can be catostrophic, such as spun bearings, melted pistons and/or blown head gaskets. Do you have the correct factory distributor with the knock sensor timing retard box? That adds a little insurance also.
 
I agree- I got into looking at the height of the Edelbrock and the setup 'dry assembled' and even with the elevated hood height of the truck and a minor body lift, and adding that extra length to the exhaust tubing is not viable. I agree to keep it with the complete setup I have from the turbo Monte. Truly, the boy wants it "running". I have everything that was on the running engine complete including the quadrajet turbo carb, I will "just" need to swap it to the assembled and formerly running 85 NA long block. The wiring in the roller is such a mess, the full harness swap from the 85 will likely work much better. I have the dash harness, controls and all switches as well as the column too.
As far as the transmission, i DO know there is an adapter available for Chevy to B.O.P. and the new flywheel for the 3.8 can use a 10.5" clutch disk and pressure plate. The plan would be for an S10/Chevy 1500 NV3500 wide ratio 5spd & transfer case. These have left hand drop, & 10 spline input shaft. Just have to confirm pilot bearing and input shaft length compatibility with the trans/flywheel and adapter specs.
 
Make sure you have a working power enrichment valve (PEVR) hooked up to that turbo carb or don't use it. Without that valve controlling the carburetor's power enrichment , the engine will go lean under boost. The result can be catostrophic, such as spun bearings, melted pistons and/or blown head gaskets. Do you have the correct factory distributor with the knock sensor timing retard box? That adds a little insurance also.
I do have (& have seen ) the TCC box, wiring. The distributor (that one is somewhere in a box in my garage). I've seen.found everything else now.
 
Do you have a stick shift flywheel yet? I have new one that came in a pile of parts that I'm never going to use.
 
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