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TBIs suffer from fuel distribution issues, and you typically get as big a leap in drivability going from TBI to multiport as you do with going carb to TBI. A blower plus TBI can definitely work if you get one with injectors large enough for your HP target and with a MAP sensor that will handle...

Very nice! Will you need to modify the grille to get it to fit over that intercooler?

This is very cool. You don't see many junkyard blower builds.

Here's mine! 225 in a 1966 Dodge Dart with a GT4082 turbo and MegaSquirt-III fuel injection. Still sorting out a few hopefully minor bugs on a fresh rebuild. The previous build (on a 200,000 mile motor!) put about 120 to the wheels at 5 psi before a rod bearing failed from a clogged oil pickup...

A work in progress picture: Recently built a bracket to support the turbo, I need to post some pics of it.

It was something decent - I want to say it picked up 10 hp or so. I was quite surprised. It would probably have been less on a motor with better breathing. Scale it up, though, and you end up with something that's no longer a leaf blower, more like a centrifugal supercharger.

One day at the shop, we had a small block Brand X motor strapped to a dyno and a big gas powered leaf blower handy, and a couple free hours. So we duct taped the blower to the intake and did a couple pulls. It made about 2 psi of boost all the way up to around 5,500 RPM. This wasn't a very hot...

I have seen a couple cases of HY35s and HX35s successfully used on smaller engines like BMW slant sixes. Two of them on a smallblock would probably work out pretty well. The biggest gotcha with diesel turbos was when draw through carbs were big - lots of diesels aren't sealed for a draw through...

The biggest problem is that the fans are designed to move a large volume of air at a few ounces per square inch of pressure drop. Trying to cut that down to a smaller volume at higher pressure and the pressure would probably just escape through the gaps between the blades. It's simply the wrong...

I don't have numbers unfortunately. Got bogged down with a large turbo upgrade.

On a slant six, if the turbo is mounted high enough, it is possible to drill and tap the block itself, right next to the dipstick.

That particular turbo looks to be a no-name knockoff, not a genuine Garret GT45. Could still work but I've seen some of them develop oil leaks and other issues within a few months of installation.

I wouldn't start with that kit. If you want a laugh, email the seller and ask if he's actually put one on a Dodge Dart - and demand pictures to prove it if he says yes. You are better off sourcing items individually. Let's take a closer look at the kit, part by part. The turbo is a Chinese copy...

Most of the turbos you see in junkyards are on little fours or sixes, too small for a V8 unless you use two of them. Some of the larger diesel turbos could work though.

I was talking with the Wiseco reps at PRI - you can special order the Wiseco / K1 combo in any compression ratio you want, and it's not all that much more expensive that way.

+1 on a pair of GSL392s. Cheap and effective.

Maximum Boost is a great read, and I've driven cars with Corky's systems and can say he really knows his turbos. However, if you are into carbs and boost, you'll want to track down a copy of Hugh MacInnes's book Turbochargers. It's the only source I've seen in print of tips on forced induction...

A 8-71 does have a certain panache that's hard to top. I've been wanting a project with a big Rootes blower through the hood for a while. However, my Dart has gone with a turbo - the packaging suits a slant six a lot better, and the lower intake temperatures are a big bonus too.