Imo000

Considering the cost of the original kit, I don't think there is a demand for that either. At $12K+ not to many buys will be lining up. Maybe the odd one here and there but I'm not sure that will make this a profitable venture.

Fabio421

The "original kit" has been upgraded and improved and will incorporate much of what has been learned during this build. I just wish I had an S4 and some spare $'s for this system.

ptuomov

Thanks for your feedback. A couple of comments.

First, because of some ancient history, I am not going to discuss John's business or the pricing of his products here in detail. Everyone who can post here can also access google.com, it's all there if you need to find it.

Second, I am in a fortunate position that I am not financially constrained at all in terms of hobbies, such as cars and car projects. That said, I think it's very interesting to do everything in the most efficient possible way, including cost efficiency.

Third, the 700 rwhp car could be replicated all in for about $20k plus the base '87 5-speed. Considering the reliability and drivability of a stock engine, I think this is exceptional value in terms of rwhp/$. (When I say reliable, I mean reliable with street tires, like the stock engine. The turbos don't magically make the oiling system withstand 1g+ forces.)

Fourth, 928 is a rare car owned by poor people, so any 928 kit is probably not a high NPV project and demand is going to be pretty low. If someone is doing any of this just for money, stop and think.

Enough about the economics of it for now, please.

ptuomov

Quick update. The modified manifolds are on the car. The changed cooling circuit means that one of the main radiator hoses will be switched back to stock. Second turbo speed sensor wiring needs to be routed. A new video should be available soon.

ptuomov

Does it look tight in here?

Rob Edwards

Heh, yeah, that's a little tight.

You're gonna need one of those oil filter sockets to get the filter in and out of there....

BC

Um, Dude? Get a better camera, will ya? If the previous pics were yours and these were *John's, then....

My cell phone takes better pics.

Now, if its *john, then I will just say... "yeah"

Fabio421

...

BC

Lol. Nah. Its not 1997. If someone wanted to get some good pics up, they could.

What can you see in that last pic?

ptuomov

John and I both use our blackberries to take quick photos, which leads to low quality in anything except perfect lighting. It is embarrassing. It was when we read the above words, that we tore our clothes and put on sackcloth and fasted, and we lay in sackcloth and went about despondently.

Chalkboss

rnixon

They're worth what you paid for them. Personally, I'd rather see low quality photos than none.

BC

Sorry, not 1997 then - 2002.

My mistake.

All I needed to know was what I have you quoted as.

Lol.

ptuomov

The high-pressure piping from the compressors to intercoolers is the most labyrinth-like of all the pipe routings in this system. It's also the part that is most forgiving on the pipe diameters, bends, etc. If anything is less than ideal there, it just means that compressor will have to work a bit harder. If the friction heats up the compressed air, much of that additional heat will be taken out by the intercooler.

The least forgiving section is the low pressure piping on the suction side of the compressor. That piping has gotten the priority. Whenever there's a conflict between the high-pressure piping from the compressor outlet and the low-pressure piping leading to the compressor inlet, the space was given to that low-pressure piping. Consequently, the low pressure piping that feeds the compressor will flow well with its large diameter and high radius bends.

The challenge with designing a system like this, where at least the goal if not the result is a 1987 factory-like turbo system designed without 1987 factory-like resources, is first and foremost packaging. Getting whatever power one wants with however docile low rpm behavior is surprisingly easy -- we've got turbos. Keeping the emissions at the 1987 level would also be relatively easy, although we haven't done that yet. It's easy because we can make power without much camshaft overlap, we can drop compression a bit so that we don't have to use fuel cooling, and we can use the high-pressure exhaust manifold to complete much of the incomplete burn before the cats. We also have a clear path to excellent reliability (on street tires) because we can make a lot of power at low rpms. But one thing that is extremely difficult is packaging it all between the hood and the belly pan. That's the real challenge here.

atb

What?, no rending of garments? Surely you fall short in your attempts at absolution.