currently runing the 6152E adding stuff need turbo choice help

[1987T]

Ok I have a stock unopened engine other than valve covers and Better V-Springs.

I currently have the 6152E journal barring turbo and would like some advice on what to go up to
Car has a 3200-3400 PTC Non-lock up Converter built trans with Brake and all the suspension mods 60lbs Inj. 340 pump in tank. Razor Alky kit 65mm TB PTE Plenum and RJC p-plate CAS V-4 stock location intercooler and a 3" DP with Eternal Waist gate. (Soon to also have a Dump and electric opener)

Also I run Torco Pump 110 Leaded Race gas as its only $1.50 more than 93 here

I plan to add Better Heads (Either ported iron or out of the box from one of the vendors on here)

Im torn between the 6262 Journal Barring and the 6265 Journal barring. Or maybe the 6265BB and tighten up the converter some for street driving.

What are every ones thoughts? Im looking to go 10.XX and once I get a better short block in with an RJC Girdle and a Nice roller cam maybe high 9's would be sweet!

I dont want to buy 2 turbos just the one

Thanks for the help and info its much appreciated

 

[bison]

With stock heads and small cam its unlikely your engine will support enough mass flow for with a 65 ex wheel. The 6152 should go in the 10's very easily. The 6262 has been 10.50's on an unopened engine. You will probably need a different converter if you start running a lot of boost and want to have any coupling up top. Once you buy heads and more cam the 65 ex wheel will work better if you start pushing it.

 

[bad V6]

As Bison said, the stock engine will be holding you back. I ran the 6152 to a 10.73 @ 126 mph on 22# of boost with the engine in my signature and a single disc lockup converter that was slipping almost 20%.

 

[1987T]

With stock heads and small cam its unlikely your engine will support enough mass flow for with a 65 ex wheel. The 6152 should go in the 10's very easily. The 6262 has been 10.50's on an unopened engine. You will probably need a different converter if you start running a lot of boost and want to have any coupling up top. Once you buy heads and more cam the 65 ex wheel will work better if you start pushing it.

Bison
What converter do you recommend ? The converter in it locks up in 3rd gear pretty good with the 6152E. Why would it be so different with 6262?
Was looking at M&A Heads but Im not sure I want to go Aluminum thinking steel as I know they just seal better in most engines I have had in the past.
Also wasnt going to go very big on a cam was looking at the 210/210 roller full throttle sells. If you have any recommendations Im all ears
Thanks!

 

[bison]

Bison
What converter do you recommend ? The converter in it locks up in 3rd gear pretty good with the 6152E. Why would it be so different with 6262?
Was looking at M&A Heads but Im not sure I want to go Aluminum thinking steel as I know they just seal better in most engines I have had in the past.
Also wasnt going to go very big on a cam was looking at the 210/210 roller full throttle sells. If you have any recommendations Im all ears
Thanks!

I run PTC 9.5". They couple very well. The amount of power thrown into the converter will determine how well it couples and when. If you run a 6152 for all its worth with the right parts it should go 10.40's. The difference in how an 11.50 engine drives into a converter and a 10.40 engine drives into a converter with the same cam and displacement is quite different. I doubt a 6262 would show any power over a 6152 on any application where the boost never went over 25psi and was under 600hp. The converter will matter if youre trying to squeeze as much as possible out of a turbo. If you run a 210/210 plan on peak power between 5000 and 5100. Ideally you want the engine to spend most of its time around that rpm for the best quarter mile performance.

 

[1987T]

I run PTC 9.5". They couple very well. The amount of power thrown into the converter will determine how well it couples and when. If you run a 6152 for all its worth with the right parts it should go 10.40's. The difference in how an 11.50 engine drives into a converter and a 10.40 engine drives into a converter with the same cam and displacement is quite different. I doubt a 6262 would show any power over a 6152 on any application where the boost never went over 25psi and was under 600hp. The converter will matter if youre trying to squeeze as much as possible out of a turbo. If you run a 210/210 plan on peak power between 5000 and 5100. Ideally you want the engine to spend most of its time around that rpm for the best quarter mile performance.

Well we are already at 29psi with the 6152 now and plan to push the 6262 as hard even with heads and cam change later this year. I kinda want to stick with a stock stroke and .20-.30 over boar. to keep it in a good Gas mileage area. My buddies GN with a stroker eats 110 race gas even when he is not on it. We live in the sticks and have to drive 14-20 miles just to get to cruise nights and car shows and I dont want a trailer queen
I have never been afraid to run lots of boost. Just have to watch the knock and air fuel to make sure things are good Data log and keep track of any changes for good or bad.

Anyway do you have any suggestions on heads? Or maybe even a cam? Dont want the thing to be a total pig in street driving thats why I was thinking the small 210/210 cam.

Im just picking peoples brains for ideas before I go and spend a bunch of money and then not be happy with what I have, and Ending up like my friends stoker motor with fancy Fast system poor street manners and fuel mileage. (See its now a trailer queen that goes low 9's With air for now reason lol)

Also on the RJC Girdle what machine work is need to install one? (Sorry to change the subject and if I need a new post just say so) A friend of mine says he installed his on his running motor without doing any machine work he just dropped the pan and bolted it on lol. I done believe a word of that but hay maybe he is telling the truth

Thanks again for all the info and help