well youre a crazier man than I.

 

You guys must all have arms like BBB. Only takes me about 15 minutes to change plugs. (Got my moms wrists) If you sell your FLP's and put our system on, I'll change your plugs for you. Just buy me lunch! Thanks for coming by the shop, that was way cool of you.

We're taking the 97 TA up to the track this friday. It ran 15.0 @ 92 mph. The girl races it up there all the time and had a whole handful of time slips with this same time on them. We put basic kit on (5 psi boost). It runs great. I'll let you know how it does.

Running .920-.960 on the O2's and 40 lbs/min on the MAF. Think it's pretty dialed in.

Thanks for input on LS1 fuel tank problems. It does get hot here. We saw 100 last month. Gets pretty freaking cold too w/ lots of snow. But Jello is cheap!

 

What's the IAT's look like for the system? If you're not getting that much of a pressure drop, I would have to assume things are staying pretty warm. Thought about a IC for the system, or would that shoot costs up, as well as, increase the lag too much?

 

So, I'm guessing the blow-off vavle is mounted directly beside the throttle body? You would probably have to run a vented BOV since the intake tube is all the way at the back of the car.

Also, what kind of knock are you getting with 10psi on stock compression?

 

I personally love this kit. Especially not cluttering the engine bay any more than it already is.

Question: What is the difference from having long tubes vs. manifolds on this type of setup? What would create more power? If I was to run something like this, I would just have my FLP setup slip fitted so it had no leaks. A muffler shop can do that for you relatively cheap.

 

Now there is something I hadn't thought of.

BBB

 

Are you being sarcastic?

If so, why would you have mentioned all the leaks?

 

No sarcasm. I seriously hadn't thought of cutting the flanges and making the system a slip fit. Also I could have the pipe welded where the y and the "cat back" meet.

BBB

 

Our basic system doesn't have a BOV. If you want to run lots of boost you may want to add one but our turbos have 360 degree thrust bearings and will handle a lot of surge without bearing failure says the Garrett engineer as he isn't worried about not running BOV either.

Still doing testing on LT1 IAT temps, will have to get back to you on that. Our truck kits typically drop the IAT temps from 200-260 at the turbo outlet down to 120-160 at the intake manifold. I don't expect as good of numbers with camaro as the piping is shorter and less exposed to cool air. Front mount intercooler or air/water intercooler is a definate possibility for those who want to run more boost and want more performance. For street applications our system works well because of the mass of the intake piping (it acts like a huge heat sink) The piping absorbs most of the heat out of the air charge into the piping on 3-5 second bursts (which is mostly what you have in real driving conditions). By the time the piping is hot enough to begin the transfer of the heat into the surrounding air, you have already let off the gas and the system then cools back down so it is ready for the next burst. For real driving situations, it works very well without a front mount, and the pressure drop that is associated with the front mount (expense too).

I'm sticking with my original stand on the headers. The stock manifolds are not nearly as restrictive as the turbocharger so going to higher flowing exhaust isn't going to yield the same type of results that you are used to seeing in aspirated and supercharged applications. You will typically see in the neighborhood of 20-30 psi exhaust backpressure with a turbo running relatively low boost (most of this above 4000 rpms). With the headers you have serious potential for exhaust leaks with the high temps and pressures caused by the turbo. Also, the huge surface area of the headers, especially the long tubes will dissapate lots of heat out of the exhaust gasses up at the engine where they are the hottest. A lot of this heat will end up in under hood temp increases and may even be enough to drop exhaust temps low enough to effect spool time. I bet one of you engineer type numbers guys would love to do the math on the surface area of the long tubes compared to the surface area of the stock manifolds. Besides all that, the tiniest exhaust leak will effect turbo spool time and boost more dramatically than you can imagine. The rules are all different with turbos.

Hope I got most of the questions.

Thanks for the input guys!
Rick @ STS

 

<----- Engineer type, but i'm not calculating anything unless I'm getting paid... not when it's this early!

In regards to the heat loss issue of thermo-coated LT's verses stock cast iron manifolds, I would guess that the stock manifolds lose MORE heat. Now, I've never owned a set of coated LT's, but upon installation, don't underhood temps drop? For some reason, I remember reading something like that... or its the other way around. its early...

 

BBB, cool. Ya it is an idea to throw out there b/c I wouldnt want to sell them.

I agree with Jesse, if you have some headers that are coated, the coating helps keep the heat inside of the tubes and generally do result in lower temps under the hood. I would also get mine recoated before I threw the turbo on. As far as it goes with the leaks, with a slip-fit system, I dont think you will find any of those problems except possibly at the head which can be easily fixed with some new gaskets and RTV. The stock system is more likely to develop a leak due to the rust and old years it has on it.

Im no engineer but I would think that because the headers provide more exhaust flow, this would also help the turbo spool. The piping on the stock system is real restrictive and with the extra pressure being put through the system, wouldnt this help?

 

yes........the better flow you have up to the turbine, the better it will spool.

and yes............coated headers will keep the heat INSIDE the header, therefore creating faster exhaust velocity, which in turn helps the turbo spool better.

as long as you dont have a leak, aftermarket headers will be better than stock manifolds.

 

As we looked at BBB's long tube setup, the turbo pressure tube will have to mirror a lot of the routing as the exhaust so will travel side/by/side the exhaust for a good portion of the length of the car. Our system tucks up neatly into trans tunnel and then picks up the only real airflow as it goes from rear of trans up to about the oil filter. Being next tot he exhaust during this length will probably decrease the "intercooling" effect substantially.

To route it away, will make us have to lower the piping and run down the frame rail on driver's side and then possibly under the front K member and up in that way. This will substantially lower the clearance but give better overall cooling. What do you guys think of having the pipes hanging down lower, especially going under K member? Right now, our system is not the lowest points on the car, but would be if we had to route it this way. Give me some feedback.

Thanks for the input guys!

Talk to you all later, Rick @ STS

PS. anybody with an LS1 that wants to come by the shop for a few minutes shoot me an email or call. Have a ton of people interested in this one.

Also, is there a good place around SLC to get some ceramic coating done???

 

Rick, HPC (High Performance Coatings) is in Draper. They pretty much started the whole ceramic thing and are still the best in the business. They should be in the SLC phone book.

BBB

 

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