Hello Saladin and welcome aboard.
I will try to explain this the best I can, but I must warn in advance, it could get a little long winded. Hopefully this will help some of the other new owners who are wanting to get into the low 10's to mid 9's.
Here is the normal routine most people take when they first get into these cars. Especially those who purchase a stock car.
Stock build up or SBU combo
This would be a good running 86-87 with basic bolt ons that would include everything minus the short block. Typically new owners start with a basic TA-49 turbo, breathers, K&N cone filter with some form of cold air kit, 160* T-stat, good tune up (aka Spring Cleaning), tranny cooler, fuel system upgrade (fuel pressure regulator, fuel pump with hot wire kit, larger injectors) Scan tool like a Scanmaster, RJC power plate, and exhaust system mods (3" downpipe and free flowing exhaust system. This has proven to get you into the high 11's to low 12's with traction and a decent tune. Then comes the intercooler upgrade, larger turbo such as a TE-60 up to a PT61, t-body & upper plenum, ported stock intake, upgrade the scantool to one that has datalogging capabilities, headers and new torque converter with built trans to handle the power. This second round of bolt ons can produce power levels up to 650 fwhp on race gas or alky injection. At which point, you are starting to reach the limits of the stock bottom end. However, you should have a mid 11 to possibly a high 10 second capability depending on your cars weight with driver.
A typical combo to support these times would be a PT6152E turbo, 60# Mototron injectors, Turbo Tweak chip, Walbro 255lph pump with hot wire kit, adjustable fuel pressure regulator, Aftermarket Stock location or Front Mount intercooler, 3" Terry Houston style downpipe, 2.5" dual or 3" single exhaust system with either free flowing cat, or test pipe and straight through type mufflers. A secondary Scantool such as the Power logger or a Direct Scan that can datalog your runs, as well as a Air Fuel Ratio gauge that uses a Wide Band O2 sensor such as the ones offered by Innovate Motorsports. 70mm Accufab t-body with PTE plenum and RJC power plate, upgrade MAF to an LS1 style with MAFT Pro setup, Champion Racing stock ported intake, 206/206 either flat tappet or hydraulic roller cam setup with matching valve springs, new timing chain, lite weight pulleys, lite weight starter, Poston headers or welded up stockers, 3200 stall 10" - 9.5" converter with a purpose built rebuild done to the trans, rear suspension mods consisting of upper and lower control arms, larger rear sway bar, removal of front sway bar, lite weight rims with slicks and some fiberglass.
It's at this point that some people either start to break stuff, or start blowing head gaskets or in some extreme cases, become members of the DOTC or Drive over the crank club.
There are some that like to push the limits of the stock bottom ends capabilities and I label that type of build up as:
Stock Bottom End Plus or SBE+ combo.
These combos would feature everything listed above with a few changes such as fully ported production 8445 Iron heads with T&D roller rockers, or GN-1 aluminum heads or T/A Performance aluminum heads. (IMO When running these heads on a stock never machined block, I would recommend using stock style head gaskets as you really want this to be the fuse that blows first instead of the crank.) Hydraulic roller cam in the 212/212 to 218/218 range, 63mm turbo all the way up to 70mm P-trim turbo. Some have even gone to the new Dual Ball Bearing 70 GT-Q turbo with combos such as these with the intentions of building a stroker motor in the future. The only downside is having more turbo than the motor can handle. Depending on the size turbo that this combo would have would also determine the type of chip and or engine management system that would be required. In some extreme cases, it might be necessary to run a double pumper fuel pump setup, but in my opinion, if you know ahead of time that you will be building a full on TSM style combo, don't skimp on the fuel system. Go ahead and invest in a dedicated external fuel pump such as a Weldon DB2015a fuel pump, either a sumped stock fuel tank with a -10 AN feed to the Weldon, or a Fuel cell. -10 feed line up to the factory rail, modify the factory rail to accept -10 AN by either cutting off the end and having a NPT adapter fitting welded to it or upgrade the fuel rails. It is possible to switch your fuel lines around and turn the factory feed line into the new return line. This is the least expensive way to make a return line with the large feed line setup on an external pump and still retain a factory style adjustable fuel pressure regulator. This fuel system setup has proven to be capable of supporting full weight cars into the high 9's without any problems. You simply run a new hose from the feed line up to the bottom of the regulator. Then on a fuel tank pump hanger you simply remove the hose, pump and sock and cut the necked down portion of the tubing just underneath the hanger. Works great.
If you choose a turbo that is bigger than a 67mm, you will need to run 75# to 84# injectors. This typically requires the use of an aftermarket EMS system such as a FAST or Big Stuff 3. Both companies offer full plug and play harnesses for making the swap and you can have some decent driveability with this setup. 75# injectors can support up to 900 fwhp at max injector duty cycles and 84# Delphi injectors can support up to 1000 fwhp at max duty cycles. I like to pair up 75# injectors with a PT70 GT-Q turbo and the 84#ers with any turbo larger than the 70 GT-Q. This way with the 75#ers and a 70 GT-Q you should have about a 50hp cushion with regards to hp capability of the injectors vs the turbo. (900 for injectors, 850 for turbo)
The next combo would be your
TSM 109 block combo. (750 fwhp - 900+)
This would be considered an extreme build up for the production block and will require some serious parts and machining experience to reach this level of hp. Typically these cars will run in the 10.teen to 9.40 range at 146mph at this level. Traction is very critical with these combos as well.
This would involve a stroker kit that will take the cubic inches up to around 244-248ci, a block girdle, steel crank, steel rods, forged pistons, hydraulic roller or even solid roller cam, fully ported set of aluminum heads with either ATR style or T/A performance headers, 3.5" downpipe, 3.5" exhaust, aftermarket EMS system with Wide Band O2 sensor correction capability, ignition upgrades such as MSD DIS4 box (problematic since day one) or MSD box for use with MSD distributor. Either switching over to a TH400 trans with trans brake, or a very expensive purpose built TH200 trans. At this level, I highly recommend going with a TH400 trans as the 200 trans will wear out faster than a TH400 will, and let's face it, not too many people with killer TSM combos like to take their cars on long trips, much less drive them very often to the store. Yes, there are those who street race and my hats are off to them.
With all of that said, now I will talk about the turbos.
There are many to choose from, Turbonetics, PTE, Limit Engineering, the list goes on and on. In my honest opinion, I would not run larger than a 67mm equipped turbo on a SBE+ combo. The hottest combo that I have recently seen is currently the 67mm equipped turbo with 60# Mototron injectors and proper fuel system upgrades.
For combos such as the SBE+ combo, here is a list of turbos that would fit nicely.
T63E = 63mm compressor wheel, large shaft P-trim turbine wheel, E cover 690 fwhp capability. Oil cooled center section, TO4E compressor cover specific wastegate actuator needed in order to be a direct bolt on (Standard spring or Heavy Duty spring available.) 3400-3500 flash stall converter needed. Precision .63 A/R turbine housing standard with .85 optional. (Notes: Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. Oil return line flange bolt holes might have to be enlarged for the larger bolts. Same turbo as a TE45 and 6376E)
T64E = 66mm comp wheel, large shaft P-trim turbine wheel, E cover 700 fwhp capability. Oil cooled center section, TO4E compressor cover specific wastegate actuator needed in order to be a direct bolt on (Standard spring or Heavy Duty spring available.) 3400-3500 flash stall converter needed. (Notes: Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. Oil return line flange bolt holes might have to be enlarged for the larger bolts. Same turbo as a TE45a and 6676E)
PT6676H = 66mm comp wheel, large shaft P-trim turbine wheel, H cover 755 fwhp. Oil cooled center section, factory oil feed line will bolt up. It will require modifications to the bolt holes on the oil return line flange as it uses larger bolts, and will require a H cover specific wastegate actuator with correct bracket (Standard spring or Heavy Duty spring available.) IAC angle plate, 4" inlet piping, and lastly, modify the water port on the water pumps discharge so that the port will not hit the compressor cover, in order to be a direct bolt on. 3500 flash stall converter needed. Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. (Sometimes called the PT66, very rare to see one of these with todays new model turbos)
CPT66 = 66mm comp wheel, large shaft P-trim turbine wheel, or optional F trim turbine wheel, 3" inlet 2" outlet comp cover standard or optional 4" inlet 2.5" outlet comp cover. 750-780 fwhp capability. Oil cooled center section standard with available Turbonetics ball bearing chra. Turbonetics .63 A/R or .82 A/R turbine housings. Factory oil feed line and return lines should bolt up, might have to modify the oil return flange bolt holes. Possibly have to run the IAC angle plate for 4" intake piping clearance as well as compressor cover specific wastegate actuator to be a direct bolt on. (Standard spring or Heavy Duty spring available.) 3200 - 3400 flash stall converter needed. Wastegate hole in turbine housing might need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube.
PT6776E = 66.7mm comp wheel, small shaft P-trim turbine wheel, Precision .63 A/R turbine housing standard with .85 optional. TO4E compressor cover specific wastegate actuator needed in order to be a direct bolt on. (Standard spring or Heavy Duty spring available.) Factory oil feed line and return lines will bolt up. 775 fwhp cability. 3200-3400 flash stall converter needed. Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. Oil cooled journal bearing CHRA. (sometimes referred to as a GT6776 by some other vendors)
PT6776RE = Same specs as above with Garretts dual ball bearing chra, water coolant lines needed as well as a -4 An oil feed line and a TO4E compressor cover specific wastegate actuator to be a direct bolt on. (Standard spring or Heavy Duty spring available.) Modifications required for heat shield to be installed if using Precisions factory replacement oil feed line, however, no modifications to heat shield should be needed if running Precisions Oil Filtration kit. Factory oil return line will bolt up. 3000-3200 flash stall converter needed. Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. (Sometimes referred to as a GT6776RE by some other vendors)
PT6776S = 66.7mm comp wheel, small shaft P-trim turbine wheel, TO4S compressor cover, Precision .63 A/R turbine housing standard with optional .85 housing. TO4S compressor cover specific wastegate actuator needed. (Standard spring or Heavy Duty spring available.) Factory oil feed line and return lines will bolt up. Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. IAC angle plate recommended to clear 4" inlet piping. Oil cooled journal bearing chra, 3200-3400 flash stall converter needed and 780 fwhp capability. (Sometimes referred to as a GT6776S by some other vendors)
PT6776RS Same specs as above with Garretts dual ball bearing chra, water coolant lines needed as well as a -4 An oil feed line, a TO4S compressor cover specific wastegate actuator. (Standard spring or Heavy Duty spring available.) Precision .63 A/R turbine housing standard with optional .85 housing. Factory oil return line will bolt up. Modifications required for heat shield to be installed if using Precisions factory replacement oil feed line, however, no modifications to heat shield should be needed if running Precisions Oil Filtration kit. Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. IAC angle plate recommended to clear 4" inlet piping. 780 fwhp capability, 3000-3200 flash stall converter recommended. (Sometimes referred to as a GT6776RS by some other vendors)
PT6776SP Same specs as the PT6776S with the addition of a internal ported shroud on the inlet of the compressor cover for help relieving surge conditions. Some results have shown slightly less hp due to the ported shroud, and not typically spec'd for Turbo Buicks. Around 770 fwhp.
PT6776RSP Sames specs as the PT6776RS with the addition of a internal ported shroud on the inlet of the compressor and Garretts dual ball bearing chra. Again, not typically spec'd for Turbo Buicks. Around 770 fwhp.
PT6776H Same specs as the PT6776S with the addition of the Precision H compressor cover. (4" inlet, 3" discharge) H cover specific wastegate actuator needed for bolt on. (Standard spring or Heavy Duty spring available.)
Precision .63 A/R turbine housing standard with optional .85. Factory oil feed and return lines are bolt on. Same wastegate and water pump modification requirements as the PT6676H. IAC angle plate recommended. 3400-3500 flash stall needed. 795 fwhp capability.
PT6776RH Same specs as the PT6776H with the addition of Garretts dual ball bearing CHRA. H cover specific wastegate actuator needed for bolt on. (Standard spring or Heavy Duty spring available.) Water coolant line kit and -4 An oil feed line required, factory oil return line will bolt up. Modifications required for heat shield to be installed if using Precisions factory replacement oil feed line, however, no modifications to heat shield should be needed if running Precisions Oil Filtration kit. Precision .63 A/R turbine housing standard with optional .85. Same wastegate actuator and water pump modifications required as PT6776H. IAC angle plate recommended.
PT6776HP Sames specs and modifications required as the PT6776H with the addition of an internal ported shroud on the compressor cover inlet. 785 fwhp capability. (Not typically spec'd for a Turbo Buick application.)
PT6776RHPS Same specs as PT6776RH with the addition of an internal ported shroud on the inlet of the compressor cover. (Not typically spec'd for a Turbo Buick application.)
PT7076H 70mm compressor wheel, large shaft P-trim turbine wheel, Precision H cover, oil cooled journal bearing CHRA, Precision .63 A/R turbine housing standard with optional .85. H cover specific wastegate actuator needed for bolt on. (Standard spring or Heavy Duty spring available.) Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. Factory oil feed line and heat shield will bolt up. It will require modifications to the bolt holes on the oil return line flange as it uses larger bolts, and will require a H cover specific wastegate actuator with correct bracket, IAC angle plate, 4" inlet piping, and lastly, modify the water port on the water pumps discharge so that the port will not hit the compressor cover, in order to be a direct bolt on. 3600 flash stall converter needed. 800 fwhp capability.
PT7076RH Should be the same specs as the PT7076H with the addition of Garretts dual ball bearing chra. Not sure if small shaft P-trim or large shaft P-trim turbine wheel is used as I have never seen one of these in person to verify. Water coolant line kit and -4 An oil feed line required, factory oil return line will bolt up. Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. Modifications required for heat shield to be installed if using Precisions factory replacement oil feed line, however, no modifications to heat shield should be needed if running Precisions Oil Filtration kit. Precision .63 A/R turbine housing standard with optional .85. Same wastegate actuator and water pump modifications required as PT7076H. IAC angle plate recommended. 3200 flash stall converter recommended, should support 800 fwhp. (Note: Currently I am not sure if one has ever been produced for public sale.)
Now, for TSM 109 block combos the list gets smaller.
PT6780H 66.7mm compressor wheel, GT-Q turbine wheel, Precision H compressor cover, Precision .85 A/R turbine housing standard with optional .63. Oil cooled journal bearing chra, factory oil feed line and heat shield will bolt up, modifications required to the bolt holes on the oil return line flange as it uses larger bolts, and will require a H cover specific wastegate actuator with correct bracket (standard spring and heavy duty spring available) IAC angle plate, 4" inlet piping, and lastly, modify the water port on the water pumps discharge so that the port will not hit the compressor cover, in order to be a direct bolt on. Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. 3600-3800 flash stall converter needed. 795 fwhp capability.
PT6780RH Same specs as PT6780H with the addition of Garretts Dual Ball Bearing chra. Water coolant line kit and -4 An oil feed line required, factory oil return line will bolt up. Modifications required for heat shield to be installed if using Precisions factory replacement oil feed line, however, no modifications to heat shield should be needed if running Precisions Oil Filtration kit. Precision .85 A/R turbine housing standard with optional .63. Modifications required to the bolt holes on the oil return line flange as it uses larger bolts, and will require a H cover specific wastegate actuator with correct bracket (Standard and Heavy Duty spring actuators available), IAC angle plate, 4" inlet piping, modify the water port on the water pumps discharge so that the port will not hit the compressor cover, in order to be a direct bolt on. Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. 3400-3500 flash stall converter needed. 795 fwhp capability.
CPT70S Newest technology 70mm compressor wheel with F1 turbine wheel. Journal bearing or Turbonetics ball bearing chras available as well as standard spring or heavy duty spring wastegate actuator. Wastegate hole in turbine housing might need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube.
865 fwhp capability. I would recommend you contact Jack for converter recommendations for both the journal bearing and ball bearing versions of this turbo.
PT7080H This is one of the most prevalent turbos found on todays TSM combos. 70mm compressor wheel, GT-Q turbine wheel, Precision H compressor cover, oil cooled journal bearing, factory oil feed line and heat shield will bolt up. Precision .85 A/R turbine housing standard with optional .63. Modifications required to the bolt holes on the oil return line flange as it uses larger bolts, and will require a H cover specific wastegate actuator with correct bracket, (Standard spring or Heavy Duty spring available.) IAC angle plate, 4" inlet piping, and lastly, modify the water port on the water pumps discharge so that the port will not hit the compressor cover, in order to be a direct bolt on. Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. 3800-4000 flash stall converter needed. 850 fwhp capability. (Sometimes referred to as the GTQ70 by some vendors)
PT7080RH The newest dual ball bearing turbo from Precision, specifically designed for Buick TSM class. Same specs as the journal bearing PT7080H turbo with the addition of the Garrett dual ball bearing chra. Water coolant line kit and -4 An oil feed line required, factory oil return line will bolt up. Modifications required for heat shield to be installed if using Precisions factory replacement oil feed line, however, no modifications to heat shield should be needed if running Precisions Oil Filtration kit. Precision .85 A/R turbine housing standard with optional .63. Modifications required to the bolt holes on the oil return line flange as it uses larger bolts, and will require a H cover specific wastegate actuator with correct bracket (Standard and Heavy Duty spring actuators available), IAC angle plate, 4" inlet piping, modify the water port on the water pumps discharge so that the port will not hit the compressor cover, in order to be a direct bolt on. Wastegate hole in turbine housing will need to be ported just smaller than the puck size on internally gated downpipes, or ported to ID of external wastegate feed tube. 3400-3500 flash stall converter needed. 850 fwhp capability.
And from here, we're getting pretty crazy as far as specing a turbo for a block girdled, stroker 109. To date, Mr. Kerney's car currently holds the National record for the fastest 109 block stroker when they ran their 8.95 @ 156.
http://www.turbobuick.com/forums/tu...has-been-written-109-8s.html?highlight=Kerney
If you do the math, even less than race weight, this combo is still making well over 850 fwhp to run that time. Which turbo was it he was running on that pass? I'm not telling.
Hope some of this helps and sorry for so long.
Patrick
Here's a tip for all you future novelists and writers out there. Never, never ever write an article for any magazine without having a written contract first. Otherwise you stand the chance of getting messed over like I did.
I was just thinking that I hoped that was a cut and paste. Patrick must type 100 words a minute. If I even attempted one that long I'd lose power on the last sentence.
