Showing a little S4 Twin Turbo "Leg"...
08-14-2006, 06:48 PM
#17
Man of many SIGs
Rennlist Member
Rennlist Member
Originally Posted by Herr-Kuhn
This project is a tough one...the 16V experience is paying off big-time. Actually, this project will be a little easier than the 16V setups I have made. It is knowing where to go and what to do and only experience gains you that. There is so much more potential with this system it isn't even funny. I've toyed with the idea of going back and doing a "modern" 16V setup with this turbo technology...but probably not because people just won't spend the $ to do it on a 16V.
08-14-2006, 10:55 PM
#19
Banned
Thread Starter
Join Date: Apr 2005
Posts: 716
Likes: 0
Received 0 Likes
on
0 Posts
Guys, relax...I've got the knuckle under control! I spent many hours mocking this unit up to the engine on the car. You start by welding the turbo flange to the head flange with very small key stock...you then move on from there until it is right where you want it...iterative process. A very time consuming and stressful event, but it is going to work...as is all the plumbing! I didn't want the DS turbo in the middle of the bank! This keeps the costs reasonable on manifold construction as well as nice for fabrication and repeatability! This was one of the mean reasons for selecting this small, yet powerful turbocharger....it is a small fire-breathing dragon! These units are low, but not knuckle draggers by any means. On the 16V setups I built the wastegate dump pipe so it pops up and out the top of the manifold and goes out and around the steering shaft...I think I showed some of you this in Kansas a few years back.
Tammons...on Goldmember I fed the DS turbo by running the pipe right through the hole in the timing belt cover on that side....you literally had to "cork-screw" the pipe into the timing belt cover hole...it was tight but it fit and worked like a champ! You like these fire breathers Tammons? I can't wait to fire this one over! 76% efficient and I'll be on the edge of that island at the peak levels!
Yes, IMO you are correct on the manifolding. Not only would a header eventually crack, it costs a fortune to make and broadcasts a lot of unwanted heat to the engine bay. I'm going with a low surface area, thick and tough manifold with a true ceramic coating (like on my Callaway). Your turbo car is useless with a sagging and/or cracking header pipe. Besides, the additional HP is likely minimal and the system simply has to last. When you weigh in all the factors, the simple manifold wins every time. Remember I'm not building a track banzai car here.
Stan...your comment reminded me of Whimpy "I'd gladly pay you Tuesday for a hamburger today"...let me think about that offer...the car not the hamburger! If it was an S4 you would have a deal tomorrow!
Tammons...on Goldmember I fed the DS turbo by running the pipe right through the hole in the timing belt cover on that side....you literally had to "cork-screw" the pipe into the timing belt cover hole...it was tight but it fit and worked like a champ! You like these fire breathers Tammons? I can't wait to fire this one over! 76% efficient and I'll be on the edge of that island at the peak levels!
Yes, IMO you are correct on the manifolding. Not only would a header eventually crack, it costs a fortune to make and broadcasts a lot of unwanted heat to the engine bay. I'm going with a low surface area, thick and tough manifold with a true ceramic coating (like on my Callaway). Your turbo car is useless with a sagging and/or cracking header pipe. Besides, the additional HP is likely minimal and the system simply has to last. When you weigh in all the factors, the simple manifold wins every time. Remember I'm not building a track banzai car here.
Stan...your comment reminded me of Whimpy "I'd gladly pay you Tuesday for a hamburger today"...let me think about that offer...the car not the hamburger! If it was an S4 you would have a deal tomorrow!
08-14-2006, 10:59 PM
#20
Banned
Thread Starter
Join Date: Apr 2005
Posts: 716
Likes: 0
Received 0 Likes
on
0 Posts
http://www.airpowersystems.com.au/ls1/us_gto.htm
Here is a link to a similar twin turbo setup on the GTO. Take a look at the manifold design, turbo location and the power levels! 6 psig and 530 WHP on a 330 WHP NA motor. This system is very similar to what I am building on the 928, except I am using dual intercoolers and my plumbing is a bit different.
Here is a link to a similar twin turbo setup on the GTO. Take a look at the manifold design, turbo location and the power levels! 6 psig and 530 WHP on a 330 WHP NA motor. This system is very similar to what I am building on the 928, except I am using dual intercoolers and my plumbing is a bit different.
08-14-2006, 10:59 PM
#21
Rennlist Member
Wow totally awesome!
I like the engine stand too.
Yasin
I like the engine stand too.
Yasin
08-15-2006, 09:15 AM
#25
Intermediate
Join Date: Jul 2006
Location: capecod, ma.
Posts: 33
Likes: 0
Received 0 Likes
on
0 Posts
nice build 
i was looking over the engine bay sunday looking for a place to install a single. what a/r and trim are the turbo's? i'm surprised garrett said you can clock the cartrages so far with a gravity drain. that's interesting. did you explain this is going to be on a street car and not a strip? the reason i ask is because most porsches will see lateral g's as i'm sure yours will from time to time. 
btw, where are you running your drains to? the pan? i'll see if i can't get to my 86 mustang tonite to snap a pic. it's got a 306 with twin .63/.60 t3's on it. fittiment was a breeze compared to the porsche. it has a tube steel frame up front too. i pollished the compressor housings and mounted the turbos infront of the motor. even fit a 3" x 32" x 24" air/air i/c in the nose. the car is all jamed awaiting for final color.
i was looking over the engine bay sunday looking for a place to install a single. what a/r and trim are the turbo's? i'm surprised garrett said you can clock the cartrages so far with a gravity drain. that's interesting. did you explain this is going to be on a street car and not a strip? the reason i ask is because most porsches will see lateral g's as i'm sure yours will from time to time. btw, where are you running your drains to? the pan? i'll see if i can't get to my 86 mustang tonite to snap a pic. it's got a 306 with twin .63/.60 t3's on it. fittiment was a breeze compared to the porsche. it has a tube steel frame up front too. i pollished the compressor housings and mounted the turbos infront of the motor. even fit a 3" x 32" x 24" air/air i/c in the nose. the car is all jamed awaiting for final color.
08-15-2006, 09:48 AM
#26
Banned
Thread Starter
Join Date: Apr 2005
Posts: 716
Likes: 0
Received 0 Likes
on
0 Posts
These will be scavenged with a pump...so I'm not really concerned about the drainage. To be honest, I have not yet picked a place for the return oil line. I assume you have a T3/T4 hybrid setup on that Mustang? I was going to use a T3 Stage 3 hotside with a T04E50 trim compressor and B cover...but that is a hybrid turbo. These turbos will flow nearly as much, offer much better spool, are more cost effective and are smaller in size. Plus the integral wastegates allow me to keep costs of the manifolding very reasonable. Every weld and flange=more $. More $=Higher sell price.
If looking to turbo your 928 with a single, the best place would be on the pass side (low and back) and then install a crossover pipe. I'm not a fan of the high mount setups in a tight bay like the 928's. Keeping the turbos low and back allows for good ambient airflow for cooling them.
I watched a Mustang with a 330 or so cubic inch engine put out well over 625 HP to the wheels on just 13 psi.
If looking to turbo your 928 with a single, the best place would be on the pass side (low and back) and then install a crossover pipe. I'm not a fan of the high mount setups in a tight bay like the 928's. Keeping the turbos low and back allows for good ambient airflow for cooling them.
I watched a Mustang with a 330 or so cubic inch engine put out well over 625 HP to the wheels on just 13 psi.
