I posted this as a reply in another section but thought this area would be better I'm curious about turbo set ups.
From what I have read, besides the doityourselforpay$$$foramanifold, I was wondering about placement of the turbo, it seems closer to the exiting exhaust is ideal for spinning speed and you get high psi depending on the length of the turbo outlet/intake inlet.
What about the turbo down the line in the exhaust? It seems like boost psi would be less of an issue. I would think that this would be more beneficial with a higher revving engine only though. As well, you could get a ram effect with the long air intake. But the world of turbos is a new one for me .....Just something I was pondering...

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<img src="http://farm4.static.flickr.com/3173/2992308402_5481afb26e_t.jpg">

I was considering turbo at one time... Still a future possibility. Pretty expensive and time consuming, but not impossible.

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'74 Duster 225 Super Six w/904
14" Cragar SS wheels

I have my turbo mounted where the battery goes and lag is practically non existent when driving around. Yeah, there might be small gains if it was more up stream. I don't think it matters that much really. Look at the turbo buicks. The driver exhaust runs under the car and over to the passenger side and those cars run well into the 9's. the problem with mounting the turbo down stream is oiling. Most are positioned above the oil pan level so the oil can gravity feed back to the pan. It can be done and there is a company out there that offers kits for ram trucks but I believe they use an aux pump for oiling the turbo. They might even use an aux source/container for the turbo oil as well. From a ramming effect I don't think it matters as much with a turbo as it does with an NA motor.

The 2 biggest problems with a turbo is AFR and fuel distribution. I ran a turbo for a while but I have recently removed it until I can set up fuel injection. I was blowing through a carb and that just doesn't work very well. I have a setup for fuel injection and after I get that set up I will probably go back and install the turbo.

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1966 Signet
Turbo Slant Six

I originally had a turbo hanging off the end of the manifold. Given how small it was, it would probably have spooled instantly if it was hanging off the back bumper. My current setup uses a much larger turbo, and like Shaker's, it's going where the battery used to be. This is a pretty good spot for accessability and plumbing purposes.

You may be wondering why I changed the location. One reason is that the manifold I had broke and I wanted to use an intact stock type manifold rather than welding cast iron. Two, the turbo I'm working on now... is just too big to fit there.

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"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair

Yeah the oiling prob, I hadn't thought about that...My train of thought was more in the line of using headers with a turbo and the outlet length issues, if any, I assume there would be more vacum pulling out the spent gases so maybe more diameter would be more of a factor rather than length. It also makes sense that ramming air into a carb set-up which was originally intended for atmospheric pressure could be a problem lol. Sounds like fuel injection is the way to go. But then I know nothing that is why I am here trying to learn more.

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<img src="http://farm4.static.flickr.com/3173/2992308402_5481afb26e_t.jpg">

The oiling issue can be solved with pumps but...

Poke around at www.theturboforums.com and you can get most of your questions answered.

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Chris'
Autobody
Restoration
Service

Great web site and lots of information about blow thru carb applications.