928turbosport turbo / intercooler systems
11-07-2005, 11:01 AM
#16
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HI Christian: Garret 60-1 BB turbo, headers & exhaust, electronic boost controller (1.1 bar), colder spark plugs, & careful fuel tuning. 
That's it! 134k miles now.
That's it! 134k miles now.
11-07-2005, 11:17 AM
#17
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928TurboSports Front-mounted Intercooler Option (with pics)
Hi Guys, here's my latest thought process on intercooling my kit...when a 12.9 @ 110 (with stinky clutch) wont suffice:
928TS Front-Mounted Air-Air intercooler (FMIC) Option: (estimated) $795 USD.
This kit includes all hardware, plumbing, clamps, couplers, brackets, and customized air/air intercooler assembly for the '85-86 928S (US-spec & Euro-spec). (accompanies 928TS kit: no further parts needed)
*928S4/GT/GTS air/air intercooler assembly coming Spring, 2006
*928, 928S '80-84 air/air intercooler assembly coming Spring, 2006
The 928TS Solution: 928Turbosports took a more controversial approach to our intercooler option: following the dozens of companies who make intercooler upgrades for the Japanese cars; by requiring two customized holes or two to be cut in an obscure location, allowing intercooler plumbing pipes to run their course. For the 928, these two holes are cut in the lower front-lower cross-member, just behind the spoiler. A specialized metal hole-saw bit is included in the kit, as well as a cutting template, touch-up paint to prevent rust, and anti-rattle gaskets to ensure a professional fit & finish. Since there's very little weight in the far nose, structural integrity is not compromised by these two holes. Intercooler assemblies are fully polished for the same show-quality look as the rest of our kit, or you can pepper it black to maintain your stealthness. Plumbing is a combination of fiber-reinforced & insulated silicon hose and temperature-transferring aluminum tubing.
Background Information: The air-air intercooler was chosen for the 928TS for reasons including efficiency, ease of timely installation, and price. At 650hp capable, flowing over 1000cfm with an extremely low pressure drop, we were fortunate to discover the highest flowing, highest horsepower-supporting Spearco air-air intercooler core we could fit in the nose, without compromising engine cooling as most are aware, isn't an option for the 928. Looking at the radiator-opening in the front bumper cover, we've managed to occupy less than ½ of the total opening, allowing plenty of unrestricted air for both the condenser as well as the radiator. Though production-unit dynomometer & temperature testing have not confirmed our suspicions, we're expecting to see a minimum of 25rwhp & 30rwtq gain @ 5.8psi over our non-intercooled dyno numbers. Additionally, this highly efficient intercooler will provide the air-cooling safety & power needed to run DE events without worry.
"Heat-soaking" resistant: At idle, a turbocharger/supercharger is not compressing air, therefore, it's not creating heat. For the 928TS-FMIC kit, the intercooler sits in the very front of your car's nose: in front of the heat, unaffected by idling or sitting in traffic. As you lay into the throttle, your intercooler is already at/near ambient temperature, and as your speed grows, so does it's cooling efficiency. For the mere 5.8-to 8psi boost range that most of our customers will run, this FMIC is an excellent way to remove compression-resulting heat from your charged air temperature, and remains the most common way for 500-1000hp street cars to remove heat from turbocharging.
Easy, non-Relocating Installation: Radiator & oil cooler, AC condenser & drier, all remain untouched for this installation. Bracket to adjust location of intercooler is adjustable to ensure intercooler does not touch protruding motor on condenser fan. Kit requires removal (without replacement) of front grill, removal and/or relocation of headlight washer pump (located next to hood latch, on the underside of the front clip, to the left), and removal of the two unused brackets with threaded shanks located center, in front of the condenser fan, on the front-lower cross-member. These two unused brackets cut off easily with a air-saw or hack-saw, using touch-up paint to prevent rust.
Email for further information, Porschesolutions@gmail.com
928TS Front-Mounted Air-Air intercooler (FMIC) Option: (estimated) $795 USD.
This kit includes all hardware, plumbing, clamps, couplers, brackets, and customized air/air intercooler assembly for the '85-86 928S (US-spec & Euro-spec). (accompanies 928TS kit: no further parts needed)
*928S4/GT/GTS air/air intercooler assembly coming Spring, 2006
*928, 928S '80-84 air/air intercooler assembly coming Spring, 2006
The 928TS Solution: 928Turbosports took a more controversial approach to our intercooler option: following the dozens of companies who make intercooler upgrades for the Japanese cars; by requiring two customized holes or two to be cut in an obscure location, allowing intercooler plumbing pipes to run their course. For the 928, these two holes are cut in the lower front-lower cross-member, just behind the spoiler. A specialized metal hole-saw bit is included in the kit, as well as a cutting template, touch-up paint to prevent rust, and anti-rattle gaskets to ensure a professional fit & finish. Since there's very little weight in the far nose, structural integrity is not compromised by these two holes. Intercooler assemblies are fully polished for the same show-quality look as the rest of our kit, or you can pepper it black to maintain your stealthness. Plumbing is a combination of fiber-reinforced & insulated silicon hose and temperature-transferring aluminum tubing.
Background Information: The air-air intercooler was chosen for the 928TS for reasons including efficiency, ease of timely installation, and price. At 650hp capable, flowing over 1000cfm with an extremely low pressure drop, we were fortunate to discover the highest flowing, highest horsepower-supporting Spearco air-air intercooler core we could fit in the nose, without compromising engine cooling as most are aware, isn't an option for the 928. Looking at the radiator-opening in the front bumper cover, we've managed to occupy less than ½ of the total opening, allowing plenty of unrestricted air for both the condenser as well as the radiator. Though production-unit dynomometer & temperature testing have not confirmed our suspicions, we're expecting to see a minimum of 25rwhp & 30rwtq gain @ 5.8psi over our non-intercooled dyno numbers. Additionally, this highly efficient intercooler will provide the air-cooling safety & power needed to run DE events without worry.
"Heat-soaking" resistant: At idle, a turbocharger/supercharger is not compressing air, therefore, it's not creating heat. For the 928TS-FMIC kit, the intercooler sits in the very front of your car's nose: in front of the heat, unaffected by idling or sitting in traffic. As you lay into the throttle, your intercooler is already at/near ambient temperature, and as your speed grows, so does it's cooling efficiency. For the mere 5.8-to 8psi boost range that most of our customers will run, this FMIC is an excellent way to remove compression-resulting heat from your charged air temperature, and remains the most common way for 500-1000hp street cars to remove heat from turbocharging.
Easy, non-Relocating Installation: Radiator & oil cooler, AC condenser & drier, all remain untouched for this installation. Bracket to adjust location of intercooler is adjustable to ensure intercooler does not touch protruding motor on condenser fan. Kit requires removal (without replacement) of front grill, removal and/or relocation of headlight washer pump (located next to hood latch, on the underside of the front clip, to the left), and removal of the two unused brackets with threaded shanks located center, in front of the condenser fan, on the front-lower cross-member. These two unused brackets cut off easily with a air-saw or hack-saw, using touch-up paint to prevent rust.
Email for further information, Porschesolutions@gmail.com
11-07-2005, 11:52 AM
#18
Race Director
Mark
Is the IC big enough for a twin turbo 5.0L engine? Years ago I have a 2.6L 4 cylinder turbo that had a larger factory intercooler in the same spot? That car only made 188hp stock?
Is the IC big enough for a twin turbo 5.0L engine? Years ago I have a 2.6L 4 cylinder turbo that had a larger factory intercooler in the same spot? That car only made 188hp stock?
11-07-2005, 12:06 PM
#19
Captain Obvious
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Nice Work Mark!
Do you have a price for only the IC? This could work well with my SC setup. I’m right in the middle of trying to get an IC.
You stated that the pressure drop is minimal. Would that be under 1psi or perhaps even less? Do you have any data on intake air temperature drop from before and after the IC was installed?
Do you have a price for only the IC? This could work well with my SC setup. I’m right in the middle of trying to get an IC.
You stated that the pressure drop is minimal. Would that be under 1psi or perhaps even less? Do you have any data on intake air temperature drop from before and after the IC was installed?
11-07-2005, 12:22 PM
#20
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"At 650hp capable, flowing over 1000cfm with an extremely low pressure drop, we were fortunate to discover the highest flowing, highest horsepower-supporting Spearco air-air intercooler core we could fit in the nose, without compromising engine cooling as most are aware, isn't an option for the 928."
The tanks are custom & point downward, as custom pipes/AC relocation would be necessary to bring the pipes up over the radiator & into the engine. Also, the pipes are sized per my turbo's discharge, so they're small on purpose to keep spool time down & to allow routing. The outlet of the SC's are much larger, so custom tanks would need to be made as mine are just big enough to make my turbo happy.
No extra prices yet, a bit premature. I'm hoping to stick with the $795 price.
The tanks are custom & point downward, as custom pipes/AC relocation would be necessary to bring the pipes up over the radiator & into the engine. Also, the pipes are sized per my turbo's discharge, so they're small on purpose to keep spool time down & to allow routing. The outlet of the SC's are much larger, so custom tanks would need to be made as mine are just big enough to make my turbo happy.
No extra prices yet, a bit premature. I'm hoping to stick with the $795 price.
11-07-2005, 12:51 PM
#21
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It looks small for the CFM you are proposing. I run a 3.5"X6"X18" core on my 4.5 liter twin and that is good for about 475 HP, maybe 500 HP for brief periods. It is a bump style turbulator bar and plate core as you have shown here. That rating is at 1-2 psig pressure drop across the core.
How thick is this core? I would think it would have to be 6" thick to flow that much air. Mine has two feeds from the bottom and I flow across the 3.5"X18" dimension for max flow area. A pic of my charge cooler can be found on split second's website under "project cars". It fits behind the stock grill, but also requires piping holes to be cut into the car.
It looks like a good fit up front...air to air installation on the 928 is no easy task!
How thick is this core? I would think it would have to be 6" thick to flow that much air. Mine has two feeds from the bottom and I flow across the 3.5"X18" dimension for max flow area. A pic of my charge cooler can be found on split second's website under "project cars". It fits behind the stock grill, but also requires piping holes to be cut into the car.
It looks like a good fit up front...air to air installation on the 928 is no easy task!
Did you have to remove the Aux Fan up front?
11-07-2005, 01:54 PM
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I'm very surprised that size could flow that much. Did they give you a pressure drop at that CFM? Bell sizes his cores for 1.2-2 psig drop. If you go by his specs you would be onto a much larger core. It depends on the turbulator design as well.
Looks like you are running bar and plate...that is the best core to use.
Looks like you are running bar and plate...that is the best core to use.
11-07-2005, 01:54 PM
#28
Three Wheelin'
^thanks for the input. I am taking my car to the track in the next couple weeks, if my memory is correct I put 460lbs/tq at the wheels. I was wondering what times I should expect.
Thanks
Thanks
11-07-2005, 02:11 PM
#29
Captain Obvious
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Originally Posted by Herr-Kuhn
I'm very surprised that size could flow that much. Did they give you a pressure drop at that CFM? Bell sizes his cores for 1.2-2 psig drop. If you go by his specs you would be onto a much larger core. It depends on the turbulator design as well.
Looks like you are running bar and plate...that is the best core to use.
Looks like you are running bar and plate...that is the best core to use.
11-07-2005, 02:13 PM
#30
Captain Obvious
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Originally Posted by MarkRobinson
"At 650hp capable, flowing over 1000cfm with an extremely low pressure drop, we were fortunate to discover the highest flowing, highest horsepower-supporting Spearco air-air intercooler core we could fit in the nose, without compromising engine cooling as most are aware, isn't an option for the 928."
The tanks are custom & point downward, as custom pipes/AC relocation would be necessary to bring the pipes up over the radiator & into the engine. Also, the pipes are sized per my turbo's discharge, so they're small on purpose to keep spool time down & to allow routing. The outlet of the SC's are much larger, so custom tanks would need to be made as mine are just big enough to make my turbo happy.
No extra prices yet, a bit premature. I'm hoping to stick with the $795 price.
The tanks are custom & point downward, as custom pipes/AC relocation would be necessary to bring the pipes up over the radiator & into the engine. Also, the pipes are sized per my turbo's discharge, so they're small on purpose to keep spool time down & to allow routing. The outlet of the SC's are much larger, so custom tanks would need to be made as mine are just big enough to make my turbo happy.
No extra prices yet, a bit premature. I'm hoping to stick with the $795 price.
Mark,
Thanks for the info, I'll probably end up buying a core from Sparco and have the end takes welded to fit my application.