Inliners International Forums General Discussion Hi Performance 292 performance parts questions

Hi. My name is Ross and I have a '67 Chevy C-10 with the stock 292 L-6. I'm wanting to build my 292 to run 400-450 HP via FI and Turbo, and I want to achieve it within 5500 rpm. That being said, I have some questions about which parts to use:

-Clifford performance has an aluminum street/strip head as well as a full race head listed on their website. Is anyone familiar with these heads and how well do they perform? Which one would you suggest for my needs?

-Also at Clifford's site is the Weber-Redline multipoint fuel injection kit. It looks like an awesome product but would it work well for my setup or is there a better complete kit out there?

-I'm not sure about which turbo I want to use. I was thinking about a Garrett 28 turbo like the one that John Lingenfelter uses on the Corvette 427TT but I fear that it may be too big. Anyone have any comments about which turbo would be best? I also want to note that I only want to use a Garrett or a GM turbo.

-Also I have no idea which pistons would be best for the 4.8L beast.

Any help on thesew questions or the project in general would be greatly appreciated. This is pretty much like a wishlist review or a long-term project at best, but I want to get as much info as possible because I want to write a story about my vision for my truck. Thanks!

I can't write much right now (should be gone already..........) but you're come to the right place. There's a number of us working on different EFI projects and different turbo projects, in either order there.

Welcome to the inliners board Always good to get new members.

I'm not sure what you're capabilities or past experience is like but if you're new to hot rodding or to projects of this size you may want to slow down just a bit. Doing all of that stuff at once is too much for most people. You set a first goal and do that. Then the next. The idea is that at the end of each part you've got the car/engine running and capable again. You see it works, you move on to the next stage.

For example your goal could be to swap over the the Cliffords head.

My first and foremost goal, which is not complete yet, is to convert my 250 L6 over to full multiport injection controlled by an aftermarket computer. I'm accomplishing this by building an intake manifold from scratch with machining and welding. I took a spair cylinder head off an L6, a spare intake, exhaust and carb and two complete EFI setups off of injected GM cars and began modelling. (Quick note: I'm in 2nd year mechanical engineering so I'm pretty good with precise 3D computer models and what not.) So right now I have a complete intake modelled on my computer complete with twin throttle bodies and I have 2D plans drawn up for the machine shop, and that's as far as I am. I can send you what material I've managed to put together so far and/or post some pics if you think it would be useful.

I also built and tested (mostly) a Megasquirt V.2 EFI controller. It's good to run the set of 6 injectors (2 per port) that I plan on running. It's fully programmable, customizable, you can change fuel maps on the run, datalog. It's a DIY system so there's a lot of work involved, but not a lot of money. I've had the system working on the bench including all sensors reading and constants configured but I haven't actually installed it on the car. That is as far as I am on that side.
www.megasquirt.info

I haven't done much as far as turbos yet. I've read 3 books on turbo charging and I've done a bunch of calculations to figure how much boost, CFM and whatnot I need but I'm not at the point yet where I can pick a turbo; i have too many over things to figure out yet. That said I am building my setup with an eye towards eventual turboing, fuel pump capacity, injectors, etc. If you check a few turbo books (Hugh MacInnes, Corky Bell) you can figure out how to size turbos fairly fast. Look around online too, there's some real great programs out there. I'll try to find the one turbo sizing program I had.

For pistons I'm not sure. If I recall correct you can get forged 283 pistons that fit correctly into the 292 but there are people on here more knowledgeable than I in that matter. If you're aiming for 5500 redline you're in a good place, I believe (again not the authority) the 292 is fairly easily and safely upgraded to those levels with a few valvetrain parts and a good dampener (dampener - very important).

I can't speak for the Weber-Redline EFI kit, or for the street head from cliffords. I would really like to get the clifford head as most of what it involves is what most of the fast people on here have done (lump port conversion). But I can't actually speak from experience.

Good luck with your project. Keep people posted online here, I can't speak for everybody but I love to know what worked and what didn't and how everything is going. Welcome to the board!

phelan
First Off Welcome to the Inliners.A Garrett TO3 or a GM turbo Off the Grand national is a Good match. I spoke with Garrett about that turbo because i have one. And If i remember right they told me it is a TO3 and is good for up to about 12Psi. hope this helps }[oooooo]

Thanx for the input guys.

@ Greg: What vehicles did you pull the throttle bodies off of? and What's the advantage in your case of using two throttle bodies instead of one?

@ Twisted6: how much did the T03 cost you? and just out of curiosity, how much power are you plannig to get out of you motor and how much boost?

once again thanks for y'all's help. It's really appreciated.

I gave next to nothing for the Turbo It is off a P grand national v6 Turbo. But it needs to be rebuilt. That Unit to my understanding is good for around 20 psi But everything is On the back burner Because It is a Long term project.When I have extra time to play with it.Not in no hurry.

the low side is around the 460 hp the high side could be 680 with 20 psi It will all depend on the Other goodies So i'm sorry i may not be much help at this time }[oooooo]

I never address the question to me posted! Sorry

I want to use 2 throttle bodies for a few different reasons.
1. Looks
2. Air distribution should be better
3. used two commonly available throttle bodes

I took these units off of the 2.8L v6 engines used in the late 80's. I don't know how long they went on or what but that's where these throttle bodies came from.

PHELAN, I have a turboed 250 on the streets and I will gladly share a few of my miseries. #1, the Buick turbo will not produce, particularly for the 292. I started my project with one and I could have made more HP with carbs, compression a cam and twice pipes. I have since gone to an Innovative Turbo with an A/R ratio more suited to this engine and it feels real good. Turbo City also has installation kits using '89 Chev 350 throttle body injection and offers rebuilt turbos which would out produce the GN unit. I am going to a direct port system ASAp. The blow through TB is a pain in the brain and restrictive.

My ignition is aftermarket computer by Injection Logic and it works well. Lump port is not effective for a turbo but Sissell makes a marvelous BIG port head with oversize valves which makes good HP.

Let me know if you would like contact info for any of these folks.

Good luck,
6BETRN8

I had always wondered just how good the lump port and turbocharging would mix. I figured anything that was good for flow was a plus. You found that the lumps weren't effective? Do you mean not cost effective? They didn't help power? Just wondering if you could elaborate.

hello....I have to say i disagree with Larry...
I guess you will just have to flow these heads in various states of modifications to understand airflow pertaining specifically to the Chevy heads....but,
this is not a concept related just to Inline 6's..this is about airflow whether a chainsaw, 4, 6, 8 10 or whatever ...its about physics....

if i am not mistaken, Larry has yet to run a Lump port head yet.....

I'm sorry Lee, I'm new here and it probably isn't my place to get involved but, since I have observed the attacks you have been making on Larry regarding his experience with certain parts and proceedures I have to ask you this:

Since this thread started with a question regarding the use of a Turbo and EFI on a 292, Exactly what EFI unit and turbo are you currently running on your 292 ?

'Crockett

Well stated Crockett. Lets stay on the original topic of 292 performance parts.