Your passion for the 301 is lost on so many. I enjoy watching and learning from your video's. I don't have a turbo motor but you made the flywheel for my 301 to T10 conversion for my Formula. Thanks again and keep up the research and videos.
I love that people have been improving these engines. Just a trick to add free power is to remove the clutch fan !! Use an electric fan. This will give you at least 30+ horsepower. I never would have believed it. Until i did it myself. Night and day. Wayless drag. Motor spins up faster and gets better mileage.
Had my '81 301 turbo rebuilt to more of a modern spec. It is fuel injected, intercooled, better turbo and modern programable ECU/WCU system. I did this in 2016 and I still wanted that daily driver reliability as well as some power gains, so it's not pushed for max power. I put the T/A on a dyno and at the rear wheels I got 360 HP and 410 ft pounds of torque. IMHO, that is plenty for an '81 turbo T/A. It is pretty quick and very responsive. To date the engine is still running perfect without issues. It would have been cheaper I believe to drop an LS in the T/A with as much power, but no way it would be as cool lol.
As usual, it was a joy and a pleasure to have you around the shop for the day!!! It's always nice to have someone around that thinks out of the box with an obscure engine!!! Looking forwards to seeing you around the shop again in the future!!!
I’m really enjoying the 301 content. Back in the day I thought about would it be worth to build one N/A and even the Pontiac guys would say there’s no aftermarket support for them and they weren’t designed for performance. But you changed my mind about it I like what you’re doing with the 301. I would like to see a modern build with a blow through EFI Turbo setup or a multi port fuel injection turbo setup.
Nice job , the custom work on the brackets nice. E brake set up as well. I’d like to put a built 6:42 4.8 Ls turbo in one of those with a TR6060 6 speed 3.73 Eaton Posi. 4.9 was the Original size. I had one in a Buick Lesabre, maroon 4 door sport wheels, it was pretty gangster! You should have used a hydraulic roller cam/ lifters, stage 2 turbo cam. I would pay more for a resto-mod with the yr round reliable power. You’ve changed too much to keep the engine/old school . Plus wasn’t the compression like 7.1-7.5 , just too low to start with in my opinion. I’m gonna need 500 at the crank to make it fun , 650 to make it fast and fun, feel me?
I forgot to mention. I had 4 301 cars. All ran great. They all also had 3.08 rears (same as the turbo cars). Including my 79 301 4 speed (borg warner super t10). I actually put a timing chain in that 301 and it made a big difference in power and noise. ( 301's were noisy engines) All 3 of my 80-81 cars had 350 turbo hydramatic Trannies.
But not all parts stores have them in their inventory anymore, and won't be chasing competitors stores, for a set of gaskets. It's a dilemma all older engines succumb to. And it's sad, but inventories cost money, and if parts don't move, they get weaned out.
I thought you would hear more turbo noise on a completely open motor. I guessed before the test 200 HP not knowing the stock output. A bit surprised. Then again it had no cats to add more restriction
So many questions, so little room. Hey Joe, you keep speaking of timing, and when you're mentioning 24°, is that "total" timing, or dist. timing? Not familiar with T motors, but traditional Ponchos like well over 30° "total" timing. (Thanks for your efforts)
24 degrees was total mechanical advance (no vacuum) and it was all in at 2000 RPM (stock weights and springs). Base timing was stock 8 degrees at idle. Pretty much any boosted engine needs to have reduced ignition timing when in boost. Yes, a traditional, non boosted engine is usually in the 30's for total ignition timing.
@@ttaperformance1046 Ok, so now you're confusing me Joe. (LOL) When you say "total mechanical adv." are you speaking of only the dist., (?) or with the added initial of 8°, "total advance" would be 32°? Thanks for elaborating.
@@joequillun7790 the 24 degrees includes the 8 degrees of base timing. A stock 1980 turbo distributor has 16 deg of mechanical movement with the weights.
@@ttaperformance1046 So to not get too nit-picky, the dist. actually "only" has 8° of mechanical advance, but because the dist. spins twice the crankshaft, then it becomes 16° dist., and with the 8 initial, totals out at 24°. Wow, pretty amazing it'll make any power at all. If it had some purple kool-aid in it for fuel, (105 octane), could you bump up the advance for more power? I mean, in the good ole days, engines ran with 12-13:1 compression ratios, with as much as 38-40° total advance. (W/O detonation). And loved it.
Nice content. You could see the screen showing RPM up to 5000 range. That's perfect. Some smaller engine only really feel the Turbo at that RPM but the Pontiac always been a lower RPM range engine that created it's power from Duration more than Lift. When you shave the 4 angles seats at 30°x0.05",45°x0.020",60°x0.035" and 75°×0.005-0.015" you can maximize de flow +20% at 0.100"lift up to 80% from less resistance. DAVID VIZARD "professional race car driver and engine builder. PROVEN METHOD. That's where you get the butter! I know 20% at 100 Tousands is only few fuel drops more. But more fuel equals less pre-ignition knock, lower cylinder heat and more POWA! What's 2..3..10 hp more? It's enough to bring your pregnant woman faster to the hospital. Hahaha It all depends on
I obtained a stock turbo off a guy that put a 455 in his 1980 TA. Is there a way to use on my 1978 Esprit w/Chevy 350? (Like swapping out the housing, etc.)?
You could swap out the exhaust and compressor housings to turn it into a conventional blow through turbo. The stock 301 turbo is probably a bit small for a Chevy 350. I would recommend selling the 301 Turbo and buying an aftermarket turbo that is a better fit for your 350.
@@ttaperformance1046 hmm, doesn't seem like much of a difference in stock form using 93. 🤔 I'm guessing the carb was well adjusted for the higher compression regardless?
I would have flowed the heads and made a cam for it. Then put a J&S Safeguard ignition retard. After that, get all the kinks out of the turbo system piping.
@fred, so I guess by your comment, you're saying you took out an 88K 301 from "something" (what year, what car?), and are swapping it to an LS? Are you in New England? I'ld give you something for it.
Your passion for the 301 is lost on so many. I enjoy watching and learning from your video's. I don't have a turbo motor but you made the flywheel for my 301 to T10 conversion for my Formula. Thanks again and keep up the research and videos.
I love that people have been improving these engines. Just a trick to add free power is to remove the clutch fan !! Use an electric fan. This will give you at least 30+ horsepower. I never would have believed it. Until i did it myself. Night and day. Wayless drag. Motor spins up faster and gets better mileage.
Had my '81 301 turbo rebuilt to more of a modern spec. It is fuel injected, intercooled, better turbo and modern programable ECU/WCU system. I did this in 2016 and I still wanted that daily driver reliability as well as some power gains, so it's not pushed for max power. I put the T/A on a dyno and at the rear wheels I got 360 HP and 410 ft pounds of torque. IMHO, that is plenty for an '81 turbo T/A. It is pretty quick and very responsive. To date the engine is still running perfect without issues. It would have been cheaper I believe to drop an LS in the T/A with as much power, but no way it would be as cool lol.
LS Conversions Overrated some can be really expensive too - Glad you kept it Pontiac powered 🏁🏆😎
learned a lot about my 81 turbo T/A by watching your videos ! thanks and keep them comming.
This is the most interesting thing on u tube to me. I have aways been fascinated with the 80-81 turbo 301.
Crazy the Turbo Buick was allowed to be developed cause they were V6, and these were DOA once V8 engines went "corporate" in 1980.
As usual, it was a joy and a pleasure to have you around the shop for the day!!! It's always nice to have someone around that thinks out of the box with an obscure engine!!! Looking forwards to seeing you around the shop again in the future!!!
I’m really enjoying the 301 content. Back in the day I thought about would it be worth to build one N/A and even the Pontiac guys would say there’s no aftermarket support for them and they weren’t designed for performance. But you changed my mind about it I like what you’re doing with the 301. I would like to see a modern build with a blow through EFI Turbo setup or a multi port fuel injection turbo setup.
has anyone swapped the pontiac 301 turbo with a chevy 302 modified with a turbo? same bore and stroke and better availability of parts. any opinions?
That water pump inlet hose was collapsing
So much fun watching your videos. Love every morsel of info about our beloved TTA I can get!
It would be interesting to see how it would do converted to a blow through setup 🤔
Nice job , the custom work on the brackets nice. E brake set up as well. I’d like to put a built 6:42 4.8 Ls turbo in one of those with a TR6060 6 speed 3.73 Eaton Posi. 4.9 was the Original size. I had one in a Buick Lesabre, maroon 4 door sport wheels, it was pretty gangster! You should have used a hydraulic roller cam/ lifters, stage 2 turbo cam. I would pay more for a resto-mod with the yr round reliable power. You’ve changed too much to keep the engine/old school . Plus wasn’t the compression like 7.1-7.5 , just too low to start with in my opinion. I’m gonna need 500 at the crank to make it fun , 650 to make it fast and fun, feel me?
Great video, thanks for sharing that. Looking forward to seeing more videos like this and see all the gains you have made with this engine. Thanks
Great work Joe.
Nice Video Joe !!!!!!
Hi Joe, what are the stock connecting rods made of, and do you use them in your own T/A for the increased HP.
You kick Ass! Great videos!
Stock boost according to the motor manual is 9-10 psi
I forgot to mention. I had 4 301 cars. All ran great. They all also had 3.08 rears (same as the turbo cars). Including my 79 301 4 speed (borg warner super t10). I actually put a timing chain in that 301 and it made a big difference in power and noise. ( 301's were noisy engines) All 3 of my 80-81 cars had 350 turbo hydramatic Trannies.
Hi Joe I like your head gaskets and intake gaskets. What is the new head gasket bore ID. Dia.? And how much thinner are they from the felpro one's?
I can't believe that in the whole wide world a gasket can't be found. 1000's of part stores.
But not all parts stores have them in their inventory anymore, and won't be chasing competitors stores, for a set of gaskets. It's a dilemma all older engines succumb to. And it's sad, but inventories cost money, and if parts don't move, they get weaned out.
I thought you would hear more turbo noise on a completely open motor.
I guessed before the test 200 HP not knowing the stock output. A bit surprised. Then again it had no cats to add more restriction
So many questions, so little room. Hey Joe, you keep speaking of timing, and when you're mentioning 24°, is that "total" timing, or dist. timing? Not familiar with T motors, but traditional Ponchos like well over 30° "total" timing. (Thanks for your efforts)
24 degrees was total mechanical advance (no vacuum) and it was all in at 2000 RPM (stock weights and springs). Base timing was stock 8 degrees at idle. Pretty much any boosted engine needs to have reduced ignition timing when in boost. Yes, a traditional, non boosted engine is usually in the 30's for total ignition timing.
@@ttaperformance1046 Ok, so now you're confusing me Joe. (LOL)
When you say "total mechanical adv." are you speaking of only the dist., (?) or with the added initial of 8°, "total advance" would be 32°? Thanks for elaborating.
@@joequillun7790 the 24 degrees includes the 8 degrees of base timing. A stock 1980 turbo distributor has 16 deg of mechanical movement with the weights.
@@ttaperformance1046 So to not get too nit-picky, the dist. actually "only" has 8° of mechanical advance, but because the dist. spins twice the crankshaft, then it becomes 16° dist., and with the 8 initial, totals out at 24°.
Wow, pretty amazing it'll make any power at all. If it had some purple kool-aid in it for fuel, (105 octane), could you bump up the advance for more power? I mean, in the good ole days, engines ran with 12-13:1 compression ratios, with as much as 38-40° total advance. (W/O detonation). And loved it.
I’ve been told the 301 isn’t really a high preference engine at all and that the pressure of a turbo can damage it over time ?
Nice content. You could see the screen showing RPM up to 5000 range. That's perfect. Some smaller engine only really feel the Turbo at that RPM but the Pontiac always been a lower RPM range engine that created it's power from Duration more than Lift.
When you shave the 4 angles seats at 30°x0.05",45°x0.020",60°x0.035" and 75°×0.005-0.015" you can maximize de flow +20% at 0.100"lift up to 80% from less resistance. DAVID VIZARD "professional race car driver and engine builder. PROVEN METHOD.
That's where you get the butter!
I know 20% at 100 Tousands is only few fuel drops more. But more fuel equals less pre-ignition knock, lower cylinder heat and more POWA!
What's 2..3..10 hp more?
It's enough to bring your pregnant woman faster to the hospital. Hahaha
It all depends on
Would just making the exhaust a little bigger and eliminating the catalytic converter add much horsepower without messing anything up
I obtained a stock turbo off a guy that put a 455 in his 1980 TA.
Is there a way to use on my 1978 Esprit w/Chevy 350?
(Like swapping out the housing, etc.)?
You could swap out the exhaust and compressor housings to turn it into a conventional blow through turbo. The stock 301 turbo is probably a bit small for a Chevy 350. I would recommend selling the 301 Turbo and buying an aftermarket turbo that is a better fit for your 350.
What grade of fuel were you using?
We were using 93 octane pump gas.
@@ttaperformance1046 hmm, doesn't seem like much of a difference in stock form using 93. 🤔 I'm guessing the carb was well adjusted for the higher compression regardless?
What is the carb number?
It is a 1980 Turbo carb. 17080274
I would have flowed the heads and made a cam for it. Then put a J&S Safeguard ignition retard. After that, get all the kinks out of the turbo system piping.
I took my 301 with 88,000 miles and with a LS. I’m just going to scrap it. No one around here is interested it.
I will take it if you are close enough
@fred, so I guess by your comment, you're saying you took out an 88K 301 from "something" (what year, what car?), and are swapping it to an LS? Are you in New England? I'ld give you something for it.
If you are out west, I will give you something for it