Wow, this is awesome. We may have yet another low-cost option for the 928!

 

That's the spirit Bary!

Now...Who else will step up?

Everyone hold on to your cash.....If the pot gets big enough I may decide to get in the contest and I want to make sure it's all there

Andy K

 

The CIS would be adequate for tubocharging but I feel the intake would need to be configured with the turbo between the air sensor plate and the heads. The stock 931 with CIS, smaller injectors and modified boost can make over 200 HP with its 2.0 L engine. If extra fuel was required the cold start valve could be wired to inject during boost.

Dennis

 

Sorry Drnick. Thanks for the correction Porken.

Dennis

 

Some Nissan guys do the cold start trick too. If I get too lean, I'll do that as well.

As of right now, I have all the parts I need minus oil lines and exhaust pipe.

Off to the shop tomorrow!!!

P.S.
Feel free to chip in now, and I'll keep posted online with the current tally.

 

Nuc, sorry if I came off a bit harsh there. I'm naturally skeptical, and I've seen all kinds of claims from all kinds of people about performance parts. I'd like to see more dyno charts; the point I was making was that the only chart I've seen of a car with their system has some serious shortcomings. Maybe it was a lazy foot while on the dyno. But it was only lazy on the boosted runs that day.

My personal preference is to seek out solutions that increase horsepower without killing the lower end of the RPM spectrum. If I wanted a 400HP street car that made moped torque at low RPM I'd probably hop up a civic... but that's not what I want. Nor do I want a car with optimum performance at 2500RPM. Well-rounded performance, that's all I ask.

If this system does all it says it will, without taking more than 5-10% off the bottom end, then I just might bite. I do have other short-term priorities though, so I've got time to sit back and watch for a while. I know that engines with conventional turbos generally don't have that much lag, the STS story sounds reasonable.

 

Here are some links from the GTO site. ls1gto.com
It has a dyno chart for a install on a 04 GTO

http://www.ls1gto.com/forums/showthread.php?t=11706

and a video also.
Maybe my GTO will be a worthy replacement for the I never should have sold GN I had before. I miss that turbo sound and a good scare that only not quite stock GN could provide.

http://home.comcast.net/~mike_beane/STSGTO.wmv


Mike Parris

 

way to go BJ!!

this system definitely sounds like it has merit for our cars, even if there is turbo lag, a measureable increase in mid and top end output is well worth-while. if our cars came stock with a turbo we might be discussing ways to get the turbine closer to the exhaust ports, as sweanders points out. i think its achievement enough to find a simple and non intrusive way to go from stock NA to boost.

for myself i dont think id mind the turbo lag as much in the 32V cars as they seem to have plenty of tourque from low rpm, i also dont think id want monster killing boost either. just a bit extra in the top end would be fine from say 4-6k.

i think my earlier idea regarding a parallel system with the stock air intake would add complexity and for a prototype system i wouldnt bother. better to see if there is any noticeable restriction first.

 

This is awesome!!!

Make sure and take LOTS of pictures!!

 

That is what everybody says just minutes before becoming boost junkies..

 

yeah, but drnick didn't inhale.

 

I'm considering the implications for the L-Jet 4.5L US crowd. Seems to me the one thing a lot of the cars listed at STS and some of the folks here on the board have in common is an ignition control that allows one to play around a bit with one's a/f ration before causing problems (I know I know, also combustion chamber geometry, volumetric efficiency, etc.).

With CIS, as I understand things, you should be a lot better off than us schmucks with L-Jet. On the other hand, with proper injector sizing and piping the intake correcctly, one could (possibly) overcome the mechanical limitations on that systems abilities. More importantly, low compression ratios inherrent to this application could allow for a little more margin for error in non-DME powered boosting department.

Bottom line here, I'm interested in either developing or helping develop a forced induction system for the L-Jet cars whose installation instructions don't begin with "Step 1: Remove Engine" followed by "Step 2: Call your accountant and make sure the check will clear" then "Step 3: Give up and buy an S4."

John... I noticed in your description of your setup you used fuel injectors from a 914. Not being savvy on the system, are they directly applicable to the L-Jet system in the '81ish cars? What is the advantage.

BJ, if you need material support, I can supply you with common items at a substantial discount. OK OK, so I work at AutoZone part time. It's just a way to kill some time productively and build up some funds to kill time in other more interesting ways.

 

Are you saying you already have a turbo to test fit?

 

I'm damn near broke as a joke, but I'm sure I can muster up $100.00 from somewhere to kick in on the X Prize. Put me on the list Andy. I'm really interested to see how this works out!!!!!!!!!!!!

 

SO I guess the deal is to take your headers and a 4.5L, and just weld on a one-pipe exhuast to where the muffler usually is, and put a turbo there? So the turbo takes air in from around there (maybe the fender?) and the pushes air back up to the intake?

My megasquirt could probably handle that up to about 10psi, as I think the MAP will handle up to 15 or so. The VE tables could simply be reworked to provide fuel under boost.

Hmmmm.

How do we get the oil lines back there?
What size turbo should we use? Small or big?

What do t he SC guys do to limit pressurizing the vacuum system? Thats one that's been solved, I'm just not sure how?
And the blow off valve - up by the engine? The Wastegate is back in the bumper?