No, more traditional 3.1ish with a factory 968 crank.

 

Weird thing about the stock IC, when I changed mine from bone stock at 365WHP to a massive one (3" thick, and heck I cant even remember who made it, I think Powerhaus), I had zero gains on back to back dyno testing.

 

It all depends on how efficient your turbo is really.

 

It would have been a reasonably inefficient turbo at that power level, 60-1 HIFI with Stage 3 wheel and 0.63 hotside.

 

Flow restrictions will be exposed as power (and cfm) increases. In my thinking this mod is more about flow than about the the effectiveness of the IC. I will be adding an AIT probe at the output to see how effective the IC is at the higher power levels. Sid has given me some great input on this subject. In seeing how far I can push the stock IC, I must be careful that AIT does not get too high and become dangerously destructive.

 

Updated diagram.

 

I have posted it a couple times in the thread.

 

Saw you were looking for an adjustable cam gear. Would be awesome to see some dyno numbers based on the settings.

I know the n/a seemed to benefit greatly from a fair bit of advance but the turbo cars may behave differently.

 

I have seen it but I thought it was only for this stage of the motor. Meaning it didn't include the initial motor build.

 

Great job so far, Shawn. You might think about putting a temp probe before and after the IC so you have a better idea of its effectiveness.

Another comment about manual waste gates: Don't let the simplicity take you there. A manual gate cracks open at low boost and continues to open as the 'pre-set' boost is reached. Therefore, the turbo has to work harder and make MORE HEAT at all boost levels - exactly what you're trying to avoid. An EBC keeps the waste gate closed until close to the preset boost allowing the inlet air to stay cooler. Using an EBC's a no-brainer, really.

 

Not even an owner, but love seeing how other car enthusiasts mod their vehicles. Great job Shawn and your car is a wonderful depiction of your attention to detail.

FYI, your motor diagram lists alc bearings, however I think you meant acl.

 

Did you have to use a 5th injector or would some bigger injectors done the same thing?

 

Micheal, I would certainly agree that using an ebc in dual port mode would achieve the best results, however, I have found that by using heavy WG springs a MBC can work without premature opening. It doesn't allow the range of pressures but for simplicity sake I have found it to be useful. In Shawn's case , right now, just getting a base setup is more important to not hurt the engine IMO.

Again though, I agree that an ebc would be best in the long run.

In regards to the IC, I had measured the in and out with the stock and a huge 4" core. There was quite a difference. Iirc I was seeing 120-140 ait on a 3-4 gear pull. It's been quite awhile but I documented it in a thread somewhere.

 

Bigger injectors would probably be the safest method. The extra injector does help AITs. I am a little concerned with having even more fuel being supplemented via the boost tube myself. The fifth injector has worked well so far. I'm just a little afraid that it might be being relied on too much.

Fortunately, e85 has a very great latitude for AFRs without hurting things.

 

For reference here is my old thread on the stock I/C. I subsequently tried the SFR front mount but pulled it for various reasons...

http://reutterwerk.com/forums/showth...ercooler+temps