If you are going to supercharge, all rotating assembly needs to be forged. Also need to let the machine shop that does your block work know, as there are tighter tolerances for supercharged motors.
I considered twin turbos for a little while, but then decided that i couldn't live with how the engine bay looked, and how crouded it would be, so if I go with boost it's going to be a supercharger.
Don't get me wrong.. Turbos are cool and they make a ton of power, but I don't see any room in there for a power steering pump or an air filter.
unless that a ps pump on the top that I'm staring at.
I'm sorry to hear your friend passed away, but
"He told me that due to small journals and stubbie rods, a stroked SBF was a grenade and any higher rpm’s or with power adders. It’s a thin wall cast block and will only take so much abuse."
Was he a chevy kind of guy?
Think they/we are talking more of what the stock rotating assembly will take. A stock bottom end and a few psi will get you high tens pretty damn reliably. The block will be the weak point in any short block combination.This is actually the first time I have ever heard anyone get defensive about the 347’s reliability in a boost or high rpm environment. I thought it was well documented?
This is a 351w, 225 heads,power steering rack and pinion, 3in down pipes. I pretty much hated life making this thing. You would need someone with patience to make it, or use cast iron manifolds. I like a single under the car look better. But with a rack, this is how you have to do it. But none of it is really worth the cost for 400 rwhp, for most.
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