Lance J

you dont run total propane you run a mix like a wet shot of nitrous. so you can use a prpane tank the size that goes on your bbq grill.

JimBob951

Wow, I thought propane injection was for turbo-diesels..

Lance J

NOPE ask the supra/3000gt guys about it. also vipers use i along with a bigger shot of nos so they dont run to rich

Herr-Kuhn

Agreed, there is minimal room. I do think the T3/T4 series is a good selection. I have simply not pinned the exact turbo and manifold system down yet. Taking a breather right now...just finished painting my S4 Audi...big job.

I love the 3K line, but it is quite costly and mix and match is difficult. Regardless of the solution, these turbos will be hybrids for sure.

tammons

When I contacted majestic their price for a k26/7 hybrid rebuild was $700 which is not too bad. A 26/27 or 26/8 might actually be too big for the drivers side fit. Might be better to have someone bore out the 26 compressor housing for a 27 or 28 wheel.

Actually a t3/t4 turbo might be too big too, depending on where they are installed. A stock SVO mustang t3 turbo will support 250-270 hp and spools up fast. The totally stock 86 2.3L svo's made 200 hp and 240 ft/lb of torque. Times 2 4.6L and thats 500+ ft lb of torque.

With some work like i had done that t3 turbo will support around 300-325. Boring out the stock compressor housing and installing a 1 or 2 step up compressor wheel is the way to go since space is so limited. Also you can have them built with water cooled center sections.
I forget all the trim numbers, but if you go to a svo site they are available.

Just a note if you head to a JY to pull a couple for cores, since they were used on a lot of ford 4 cyl. The automatic cars had a one step smaller turbine section. I used the auto trim turbos with a bigger compressor wheel on my 4.5L and it started spooling very quick, like 1400 rpm but I think that turbine trim would be too small for a 5L engine.

Whats nice about using t3's is plates and parts are easy to find, and the turbos are common.

I think if I did it again on a 5L, I would use a SVO turbo, 2 step bigger compressor, clip the turbine wheel, and ball bearing center sections.

I do think that a kkk is a bit better build quality and tends to hold high oil pressure better.

My turbo Guru in Tampa kindof disappeared unfortunately, but I am sure he is still around somewhere. He would be the one to talk to about what to run for your application. I will see if i can track him down. Last time I talked to him he was helping out with the design of a 2400 hp turbo drag car with twin thumpers.

m21sniper

Personally i would go with a single TA-44 up in the front of the engine compartment where the clutch fan used to live.

A TA-40 would easily be good for 600+HP, and would save a lot of money on parts and plumbing hassles.

tammons

My last setup was a single on center T04 up front. The install and fab is about a million time easier than a twin.

Herr-Kuhn

Yes it is easier to do a single....but consider with twins the thermal load for the same HP level is cut in half and for this reason alone the twin is the superior setup for the 928. Then there is spool time...I want them on by 3,500 RPM with minimal back pressure so I think the twins win there as well. No doubt you can make the power with a big single without issue and it will be easier, but there will be a lot more heat and some more lag to do the same job. Then there is the whole coolness factor. There is a lot that can be done with T3/T4 setups and a CNC machine...that is probably what it will take to pull this off. I don't think the T3 compressor is up to the task, not even the super 60...I need a T4 based compressor to feed this car.

Just wait until you see my new setup...very stealthy! Now...headers or logs...that is the burning question as of now.

tammons

Cant wait to see it. I can tell you as you know headers are going to be a bitch on the drivers side. Feel free to dupe my old setup if you are going to run them low and back.

I think you are wrong on the t3's though. You can get 300 hp out of them with the right turbine and compressor . I know you are trying to get max HP out of a dyno session, but to me it makes more sense to set the entire system up to max out at around 450-500 ft/lb. Anything beyond that will just cause slower spool up and power on the top that you wont be able to use anyway because of the transaxle. Put some 930 gears in it and then you will have something worthy of a pair of t4's.

We have (online) discussed this befroe, but after building a few setups, in the long run on a street car limited to the power we can run and also the difficulty of the fab, I dont think it really matters if its twins or a single. Twins are perfect for any V engine, but the 928 is just such a bitch to fit them under IMO you just dont get enough out of them to make it worth it.

You know the twin benifits as well as I do, like more balanced, quicker spool up less back pressure etc, but its not that drastic. I would say running 900 hp - 800 ft/lb twins would be manditory but 450-500 is very attainable with even a to4 on center that is worked, and that is a small turbo. I would say a properly sized single turbo designed for about 500 hp would spool maybe about 3-400 rpm later than a good twin setup, but if it was a ball bearing turbo that was lightened, that edge might dissapear.

My old single setup was plenty for a street car.

I guess in the end its really what you prefer. Last round I prefered a simpler setup that was solid, reliable and easy to install. I still do like twins on V engines the best, just not on a 928. Too much brain damage. Over all if there was enough room I would prefer a setup like this......

http://www.bankspower.com/im_article...ages/turb3.jpg