Here is a better forum thread for this type of info. We are pretty good, but these guys are all about turbos:

http://www.bionicdodge.com/bionic/in...p?topic=9516.0

 

I`m on my phone now, I`ll have to watch that video when I get to a computer... I have a set of 01 ram injectors and the EV6 connectors already, but I am quite interested in that PCM. I wonder, since it`s emissions exempt, if it doesn`t require a downstream sensor? If it does need one I suppose I could always add one in and weld the bung onto a spacer of sorts to pull it out of the exhaust. I know I should be able to stitch the OBD II computer into the OBD I harness; I have a set of PCM harness ends from a 98 and a pin chart.

I`ll have to check out those other links and that forum. I`m still in the air about going NA carb`d or turbo charged MPI. I really like how wicked our 525bhp 340 idles, but I think the broad powerband of the turbo would be a blast! I guess it all depends on how my budget looks when I get started on the 360...

 

Good job on getting the 22 lb 2001 injectors. With 59 PSI it should flow pretty well for 6-10 lbs of boost. WOrse comes to worst, you can send those injectors to the fuel injector connection and they can make them flow more (24/26/48lb).

About the, PCM. It requires a Precat and after cat 02 sensor (if not, you will throw a code). I had an after cat O2 simulator from www.thefastman.com but I left it on my 1996 when i junked it. Reason i had the O2 sim was because i had a gutted cat and it threw codes. I don't think it is emissions exempt though, but it is compatible to pass emissions. It is CARB certified. You can have one in california and it comes with that little sticker.

If you need the PCM, it will probably will be here for a long time. The SCT market really makes selling a straight PCM a bit tough.

Now that I think about it. If the pre cat o2 sensor is not connected, the computer is programmed to dump max fuel in order to prevent detonation. Might be a good thing if you are going with small injectors.

--Dan

 

Thanks for the info on that, I`ll probably contact you on that PCM as soon as my paycheck comes in.

I`ll probably put a second O2 in since this is going to run my little NA 318 while I go to school. The 360 will be built slowly on the stand and should be ready when I`m done with school. In that time I`ll decide on whether to go MPI or blow through carb. It mostly depends on if I stumble across an M1 dirt cheap considering a brand spankin new Edelbrock Air-Gap is $280...

EIther way, I`m thinking 9.5 CR, coated hypertuetics, h-beams, forged crank (considering dropping the stroke back to 3.31" to take some side load off the block so it can handle more rpm ), steel caps, ARP top and bottom, ported RHS heads, HS 1.6 rollers, girdle in the valley, custom ground bump stick from bullet and parallel 60/60/VGT turbos if I can find room for them... Oh and it`s gonna run E85.

 

"Oh and it`s gonna run E85." Good luck with that.

 

Wow, with E-85 Iw ould not be surprised if you would need 48 lb injectors.

I forgot what you had stated before, but i think with 6-10 PSI of boost you won't really have to worry too much. After that, you might need to get a SERIOUS fuel system because the size of your injectors might be the leaast of your worries.

THis is not impossible at all, but I would have no clue on how to do this that doesn't involve a truck on fire.

You would probably get your own article on Hot Rod Magazine if you pull this off. Heck, i would pitch this to some possible sponsors in the E-85 performance area.

If OCC can build a chopper that runs on E-85 just by adding bigger jets....this can be done with "slightly more technology."

 

If you're gonna run boost, don't go with hypertuetic pistons, go forged. Also, the lower stock compression ratio is good for boost. Higher CR isn't. I don't exactly where that magic cutoff is so make sure 9.5 isn't too much.

 

Well, you can run a higher compression ratio for boost. You just need a forged rotating assembly, heat STUDS (not bolts), and timing needs to be spot on.

God only knows how different that would be for E-85.

Tuning this beast will take as long as all the machine work. But this is very interesting.

 

Lowering the CR for boost is mostly geared towards trying to stick with 93 octane or less. That`s why I`m going with E85, it`s about 110 octane IIRC and the alcohol burns slower so it 1) makes more torque 2) doesn`t spike cylinder pressures as high 3) atomizes better when exposed to warm air (boost) 4) is a LOT cheaper than race gas

Granted I will definitely need some monster injectors to reach my 600bhp goal... I have a great dyno shop that is all about boosted gassers that I`ve been taking my diesel truck to dyno at. IIRC a 4 hour dyno session is only $500. I plan to run a megasquirt, so I`ll need all of that time to fine tune this beast. They have a board with high their hp stuff one for domestic, one for import; both of which have a top 3 that`s making more than 1,000whp...

There`s no denying that forged pistons are stronger, but hypertuetics don`t get enough credit... They`re lighter, hold better tolerances as the engine heats up, and dissapate heat better than forged. A good quality hypertuetic, as in NOT claimer pistons, will hold up to more than most people think.

 

I believe that E-85 runs hotter than gas. Did you know that if you use gas with 10% ethanol (like most out there) on a 2 or 4 stroke motor. You will burn it up after a short while