Thanks to all for your interest, compliments, and wishes. At this point your guess is good as mine about sounds and performance. My greatest concern is keeping gears inside the case. Right behind that is keeping pistons intact (hence EGT tuning). Finally, I don't intend to drive more than 100 MPH, just accelerate more quickly, and value my neck.
You'll all see results from test wheel work scheduled next weekend. If tuning proceeds nicely, the first driving test will be the weekend following. Photos will be posted, and video will be loaded to YouTube. Drivers impressions will accompany posts, of course!
To answer more questions: I haven't weighed it yet, but will post soon as completed. My guess is the entire engine (wet w/1Qt oil) will be 165-170 Lb. Not an engine for small boats. My 13' Ropp will handle the weight, but will be too small for the power if it delivers/ Here are basic specs:
OMC 56.6 loop triple: Bone stock, std bore
OMC CD-3 ignition system w/o rev limiter
Mod-50 flywheel
Garrett TB2509 small frame turbo
RP Racing helical gear pump & filtern
OMC 1-bbl carb w/1.437" venturi
Boyesen racing spec reeds
The tower, all ductwork, carb adapters, pelnum, linkage were built here. All are bolt on items. By the numbers, the TB2509 is capable of delivering 175 HP @ 8000 RPM @ 15 PSI boost. Boost should begin about 3000 RPM and peak by 6000. It will be limited to 5 psi to begin, gradually increasing with experience.
If the TB2509 proves too small, a slightly larger Garrett GT2252 capable of 225HP has been prepped if the mid range is too strong, or if more top end is desired. My target is 140-150 crankshaft HP in an effort to keep the engine and my neck intact.
Good friend and builder of the Merc44 turbo, Dixon Smith, suggests the biggest gain is from normally aspirated to 5 psi. After that, he says power development is fairly linear until metallurgy fails. We're both looking forward to the ride.
Keep the questions coming. All will be answered in due time.
Tim
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