I see the problems as follows. I don't think the 3.0 fuel maps will match up well with a 3.5/3.8 swept volume.

I don't think you can use stock pistons with the too high compression ratio with even a low boosted turbo. 6-7psi on pump gas would be my bet. This means custom low compression pistons in the 8-8.5:1 range, and if you are going there, that means forged probably.

I think I remember that there is not enough clearance dside for a turbo due to brake booster. I had thought about running a stock dside exh mani, and use the existing downpipe as a crossover pipe down to just short of the wye, then turning that uphill to a new turbo plenum (all turbo heat shield wrapped to keep the heat in the gas), which is part of a new pside sch40 weld fittings manifold. Then set a 450cfm at 12psi turbo on that new mani. FrankR had a link I've lost to an aussie co IIRC with precut 1/2" mani flanges with the correct oval port for the 24v heads. I think 1.5"i.d. for the front and rear cylinders may be the right size for the runners, but you'd have to go 2" I think to torch heat/vice squash the weld ells and center cylinder 4 way cross to match the flange oval port.

Not as sexy as the TT, but the turbo should pump enough air for 300hp at 12psi.

I think you need a megasquirt or similar fuel/spark system.

I see a grand or nearly in pistons, rings, and piston coatings (heat shield crowns and low friction skirts).

I see another $700 in injectors, MS ecu and harness, plus a fuel pump for another $150 or so.

I see roughly $5-700 in new exhaust fab just to get to the turbo, and I think you need a min 2.5-3" exhaust plus low restriction cat plus straight thru muffler and tail pipe. This cat back will probably run another $500 bent and hung.

I'd want stainless to the cat.

I think the radiator needs to be upgraded to 3row core.

I think you need an intercooler at 12psi, or anything over 6psi, really.

I really like this idea, esp. if you use the 6g75 block for the max displacement.

I think a mitsu 14g turbo (not the 14b eclipse turbo) would be a nice real fast spool turbo with an air delivery of around 465cfm at 15psi, and you could stay in the center of the turbo map in the 65-70eff range. The next upgrade would be some variety of 16 mitsu turbo.

I betcha this would see full boost by 3k, 7psi by 2600, and the montero a/t has a loose converter with a 2400-2600stall, almost perfect.

When I was build my 2.6 turbo motor, I talked to a mitsu driveline engineer who stated the KM148 a/t was good for an easy 300ftlbs of torque, and needs no computer. I've had tranny shops tell me the slushbox can be build to hold 400ftlbs. I'm sure we see close to those numbers on some of the 2.6T motors in use by memebers of this board. I haven't seen a 2.6t a/t failure on here yet, except the one I broke the oil pump gear on by not socking the converter all the way home on the 2nd half of the tranny r&r, and it ran a few hundred behind the turbo before it fried o/d.

I'll tell you the 2.6 swb turbo with a/t is pretty sweet and much more drivable than stock. It's what the factory should have built, and mine would surprise 5.0 mustangs on a regular basis.