Hello, My name is Mike, I am new to this forum, just came across it and just wanted some input on a certain topic. I own a 2001 LS V8 and have always been interested in forced induction on it. I have seen the Special Vehicles LS, and have read nothing but bad news on it. I want to show you my turbo LS and want to know if any of you, or anyone you know has attempted to do something similar. These are pictures of the completed install. I was very happy with the results, and could not believe the power. It was driven like this, under constant tuning for about 3 weeks. Then, unfortunately I fryed the bearing/seals in the CHRA and decided to get a better quality turbo, and find a way to put it in the engine compartment.

Details:
First of all, i'm sure you are wondering why the turbo is located in the rear of the car. This is because of the lack of room in the engine compatment. It was mostly an experimental thing. The largest concern when doing this is obviously pumping the oil back to the engine without creating any backpressure on the CHRA. And yes, the whole assembly DID fit behind the stock bumper cover, with the only major modification being about 3 inches of the aluminum inner bumper being removed on the pass. side.

Garrett T04E Turbo
TiAl Waste-gate and Blow off valve.
Custom plumbing
Zone 5 MAFterburner MAF tuner
5.0 MAF trimmed and polished (off of 2000 explorer)
K&N cone air filter
Autometer cobalt series Air/Fuel, Boost/Vac, Fuel Pressure, Oil Pressure
Meizier electric water pump used for oil pump
Turbo XS man. boost controller
Alot of time and frustration

http://www.lincolnvscadillac.com/attachment.php?attachmentid=786&stc=1 http://www.lincolnvscadillac.com/attachment.php?attachmentid=787&stc=1 http://www.lincolnvscadillac.com/attachment.php?attachmentid=788&stc=1 http://www.lincolnvscadillac.com/attachment.php?attachmentid=789&stc=1

http://www.lincolnvscadillac.com/attachment.php?attachmentid=790&stc=1 Here is the A pillar with the cobalt gauges. Made with expanding foam, and fiberglass. It has been recovered with cloth to match my interior since this photo was taken.

This was my project for this spring/summer... Last year i was all about looking good, so i did the Trenz Horizontal grill, Lexani Krystal's and a 5000 watt system w/ fiberglass box. I still have the grill, sold the rims, and would like to sell my box as well..it took up way too much trunk space. If anyone is interested in purchasing this box (made only to fit in the LS) and live in the toledo area, please pm me. i will post pictures

Other specs (if anyone cares)

-HID Low beams taken from a 98 lincoln MKVIII
-Trenz Horizontal grill
-Facia above grill painted black to match car
-Rear chrome trim on trunk lid also painted black
-Valentine One with remote display
-Compustar 2WSS-AS Alarm/Starter With pager (shock sensor, window roll up/down, hood/trunk pin, priority unlock, turbo timer, 1-1/4 mile range, ect.)
-Kenwood Excellon 6x8's in doors
-Kenwood Excellon 879 reciever
-Crossfire BMF 10
-Crossifre 602 (x2)
-Crossfire 600D

(4 diamond cm3 10's, crossfire 31 band eq's, crossfire 2000D, and two crossfire 1202's in my old system that came out this year will try to post pictures of the install)
All work and installation done by myself. I am an MECP installer since Jan 2003, and have worked for TAS Electronics in toledo ohio for 2 years.

That is very cool. Did you get 1/4 numbers on it? It is all very impressive!

Very cool! I was always under the impression that forced inductin will not work properly on the LS since the PCM has not been cracked. I believe this was always the issue for the SVC car.

Can you give us some detail on how you tuned the engine not to run lean? Did you have to boost fuel pressure and change injectors?

Awesome work. I too would like to see what the performance boost is? Dyno numbs?

I have a lot of questions for you:
- how did you handle the high compression ratio of this engine (IIRC 10.5:1)?
- how much boost are you running?
- how do you handle the timing issues?

Well, it was all totally new to me (the 3.9 engine that is). First of all, i have access to both the new OTC Genisys scan tool, and the Ford Rotunda tool (aka the "dealer computer"). The OTC scan tool allows me to read information from every sensor in the car, monitor frequencies, voltages, ect. and at the same time graph, and record real time runs. And, as i said, i also have installed a larger MAF sensor, and the MAF tuner program (which allows me to adjust air/fuel in 40rpm increments relevant to Throttle position). If you would like more info on the MAFterburner, go to www.mafterburner.com BUT!, i strongly urge those of you with little knowledge of the 3.9 NOT to use this device! It can cause severe damage that will NOT be covered by warranty. (Note all runs were done with sunoco 94 octane)

Now, with the tuning issue. I was aware of the 10.5:1 compression, and was sure to start out with very LOW boost (3lbs). I started by making low RPM test runs, with a friend in the passenger seat monitoring Air/Fuel, Timing advance, and most importantly the engines two knock sensors. I adjusted the air/fuel accordingly (went on the rich side for safe measures) and increased boost to 5lbs. This time (making the same part throttle run) I paid close attention to the cylinder head temp sensor as well. After getting the proper air/fuel, and making sure temperatures were not exceding the stock base line readings, i took the car out on the expressway. The results were amazing at 5lbs. Unfortunately i never got a G-tech (or similar device) in the vehicle durring runs. But cruising at 60, then punching the gas would rocket you to 80mph in no time, sending your head to the seat rest. Impressed with the results, my friend and i decided to go and get his 2003 Acura RSX Type-S. We had always done little things to our engines (polish throttle, bypass throttle preheat, intake, exhaust, ect) and i knew where i stood head to head with his car. Before the turbo, i would stick with him right up to 60, then he would gradually pull on me until i was a good 5 car lengths behind him. When we went on my first "turbo run" i would choke slightly upon launch (mass air problem), But as soon as 3200RPM hit in 1st, i pulled right next to him, passed him, and watched him in my rearview. We were both totally shocked.
The exhaust sounded awesome coming straight from the turbine. The sound it made spooling up, and the woosh of air from the blow off valve when i would quickly let off the throttle was such a rewarding sound. And you can only imagine the looks i recieved from the kids on the road next to me driving thier civics and neons as i would drive by in an inconspicuous lincoln ls, and let my blow off valve make its distingtive "cracking whip" sound. It was a real head turner.

Now my next step was to do away with the choking during a hard launch. I found that the problem was with the low rpm mass air voltage durring open loop (full throttle). I spent at least an hour on this, and improved it, but really never got it perfect. By now, the only DTC activated was "MAF inconsistant with TPS" which from what i have gathered was due to the MAF frequencie being so off on low rpm. After fixing the graph on the mafterburner program, i cleared the dtc and never saw it again.

The final boost lever i was at before removing the turbo was 7lbs. I had absolutely no problem with over temp, lean conditions, knock, or any other out of perimeter problems. But i was not willing to go any higher than 7psi.

On the e-way one night while doing a test run, i heard a noise that like i had blown a hole in the exhaust manifold. I got off on the nearest exit, pulled over, and popped the hood. Hearing the noise come from the center-lower-rear of the engine, i knew right away it was an egr problem. I drove home taking side streats, and dug into it. It was surprised to see that i had blown the downstream hose on the egr pressure transducer. The hose is reinforced with nylon string! But, after further inspection i noticed the silicone hose had actually started to dry rot from age, and decided to just replace both hoses. Very next morning i orded both hoses from kistler ford in toledo, recieved them that day, and installed both. The hose apparently blew from a combination of ehaust restrictions from the turbine under full load, and the 7psi of boost coming into the intake manifold, and pressurizing the egr valve in the opposite direction. After replacing the hoses, i never had another problem. future plans are to regulate the egr to close after around 3psi of intake boost to prevent this from happening again, while at the same time keeping egr functions the same at lower boost, and crusing rpm. This was the only major engine problem i had encountered.

Shorlty after, like i stated before, i fryed my bearings driving like an idiot, and need to rebuild the turbo. I am planning on devising a way to put the turbo in the engine compartment (around where the stock air box was) and also running a small intercooler. This is turning out to be VERY difficult with such a lack of room. Being that it is summer and i want to be able to drive the car, i am building everything piece by piece until it is ready to be bolted up. I realy have no estimated done time at this point. But i will be sure to post completed pictures and results when i am done. And hopefully this time i can get on a chassis dyno at a shop down the street and get some real tuning in.
Well, im sorry for the long post, but i tryed to touch all bases. If anyone has any other questions, feel free to ask (but dont expect a reply till after 2am my time lol, im a night person)

Im sorry, but i jsut noticed two other questions i forgot to answer.
Regarding the fuel delivery. As you may know, the 3.9 has a returnless fuel system. The fuel pressure is voltage modulated according to vacuum and pressure readings from the electronic sender just before the driver side fuel rail. Making an aftermarket fuel pressure regulater useless. After monitoring air/fuel ratios at the stated boost levels, i was sure that the supplied fuel was plenty for my small 7psi of boost. I was able to achieve 45psi of fuel under boost conditions, and was mostly woried about exceding the stock injectors duty cycle. If i were to run higher boost, i would start by replacing my fuel injectors with higher lbpm injectors. But for now, it isnt a concern of mine. I will never exceed 7psi simply due to the fact of high compression.

[QUOTE=mikepietras04]Im sorry, but i jsut noticed two other questions i forgot to answer.
QUOTE]

Mike,
Thanks for the information, this is a very interesting project.
Concerning relocation for the Turbo, wouldn't a supercharger be an easier installation from a packaging standpoint (no exhaust routing etc)?

Why do you think it is that you have been able to get your turbo to work (I think it is awesome) but no one has done a supercharger?

great posts - thanx

so it sounds like you handled all the tuning with air/fuel tweaks.

Did you not have to do anything with spark?

With such a long tube from turbo to intake - was the lag as pressure built huge?

[QUOTE=mikepietras04]Im sorry, but i jsut noticed two other questions i forgot to answer.
QUOTE]

Mike,
Thanks for the information, this is a very interesting project.
Concerning relocation for the Turbo, wouldn't a supercharger be an easier installation from a packaging standpoint (no exhaust routing etc)?

Why do you think it is that you have been able to get your turbo to work (I think it is awesome) but no one has done a supercharger?

Well, for starters i have always prefered turbo's over supercharges, so that was my deciding factor. But i have considered a supercharger. Either way would be a challenge, whether it is plumbing with the turbo. Or building a bracket and belt drive system for the supercharger.

great posts - thanx

so it sounds like you handled all the tuning with air/fuel tweaks.

Did you not have to do anything with spark?

With such a long tube from turbo to intake - was the lag as pressure built huge?

Being that i produced absolutely no knock severely over stock specs, spark retard was of no concern. Like i stated the knock sensors and cylinder head temps were carefully noted as well as intake air temp (surprisingly never over 100F at the TB) Unfortunately, if spark did need to be adjusted, there is no way to do so currently on this engine.

Now, as for the charge pipe. Think of it this way. Take the distance from the rear bumper, dirctly to the throttle body.
Now, think of the distance it takes on a stock turbo'd vehicle to go from the turbo, to the front bumpers intercooler, then back to the throttle body.
At most, i have an extra 2 feet.

Now the second advantage i have is that the entire pipe acts as an intercool under the vehicle as it passes through ambient air.
Air that would be passing through an intercooler would have much more restrictions, and pressure losses.
Air inlet temp at the TB never exceeded 100F
Pressures at the manifold matched pressures at the turbo according to seperate guages. (boost gauge conected to TB via disabled PCV port. Second pressure gauge T'd in at the turbo outlet before the wastegate input)

Kelleyo: I think the reason no one has been able to successfully produce a supercharged LS is due to the fact that the car wouldnt be stable enough to be a daily driver. I had problems with MAF as i have stated and on a cold engine i would have a very rough idle. I really didnt have enough time to fine tune everything, but it didnt seem like it would ever run perfectly with a mass air system. What i think will need to be done to get the 3.9 to work perfectly with forced induction is the computer codes will have to be cracked, and we need a company to give us a programmer to basically eliminate mass air and run a stand alone fuel/ignition management system. And now that the new LS's use the CAN software, those guys are in a whole other world.

system. And now that the new LS's use the CAN software, those guys are in a whole other world.
Is the CAN system for the 03's and newer?

Is the CAN easier or harder to deal with?

Thanks....

Is the CAN system for the 03's and newer?

Is the CAN easier or harder to deal with?

Thanks....yes - 03+ and it is not easier to deal with. less attractive to tuners since the sales of the LS have really dropped off since 02.

but - hope - the many of the 05's are using the CAN and should bring the aftermarket.

Is the CAN system for the 03's and newer?

Is the CAN easier or harder to deal with?

Thanks....

Yes, it is 03 and newer. I havent had much work time on the CAN software, but it is definately more intricate. Throttle controls, for one thing, are much more complex now with drive by wire.

bringing up an old thread.. any idea what happened with the turbo idea?

First time i've seen this thread, wild!

nice job with the car. very cool

Awesome thread...I have a Turbo Buick this sounds AWESOME...I'd love to have 2 turbo vehicles.

definately... I wonder if hes still working on it?!?!?

You guys are aware that a supercharger is in the beginning stages, correct?

but will it ever happen and how much is the question?

I have a turbo car also, they're alot of fun to play with. I still wouldn't mind trying to build a turbo 3.0 LS, but I don't have the money for something of that caliber.

i got spanked in my civic by a turbo omni.. you talk bout a sleeper.. lol

but will it ever happen and how much is the question?

I am not the one to say by any means, but the person who is working with the manufacturer to produce a working prototype is on the forums, going by the handle QuikLS.

Is it definately happening? I would say more likely than not.

How much? I think initial 'guesstimates' were around $3500.

Again, I am not involved in either end, just pasing on info to you. Maybe you could do a search on the forums here and find out all kind of good stuff.

Or, if we're all really lucky, maybe QuikLS will hop in this discussion- because I would like an up-to-dater as well.

Yep - spoke to Geoff Knight today - things are moving forward. I should have yet another prototype to test soon. I'll post pics as usual.

Hey Loy are they still considering developing one for the V6?

yep - he is excited by the v6 and feels the block is strong. He's done some SCing with a lot of Ford v6s already - thinks it will be pretty easy - once the v8 is done ;)

yep - he is excited by the v6 and feels the block is strong. He's done some SCing with a lot of Ford v6s already - thinks it will be pretty easy - once the v8 is done ;)


Excellent news! I am certain my LS is still in good enough shape to take it despite the crappie little problems it has had. The car has been running strong as hell since I did the CoP, plugs , VC gskts, pcv and a few other items. I am glad to hear the positive feeling they have about it.

If any of you out there have V6s and feel it is running like :q you really should consider digging in to the engine and replacing the pcv tube and do a tune up while you are there. It has helped my car a great deal. For me to be happy with my car right now says a lot becasue i have put up with a lot of crap with this thing. No offense to the ladies but it has the drive of a 40 something woman since I have tuned it and replaced those parts.

If any of you out there have V6s and feel it is running like :q you really should consider digging in to the engine and replacing the pcv tube and do a tune up while you are there. It has helped my car a great deal. For me to be happy with my car right now says a lot becasue i have put up with a lot of crap with this thing. No offense to the ladies but it has the drive of a 40 something woman since I have tuned it and replaced those parts.

Where and what is the pvc tube for?

Positive-Crankcase-Ventilation - recirculates (and relieves pressure) from the value covers into the intake. the tube runs under the intake manifold on the v6.

I havent been around the forums in a while... and i was amazed to see that this thread has been brought back up after a year!

I ended up getting that turbo repaired and rather than using it... i purchased a larger turbo that would be more suitable for the ls, i came up with a new game plan, and found a good location for it to be mounted up front... but for this to happen i would have to fab up custom exhaust manifolds that exit to the front of the motor (have steel plates cut from templates of the stock manifolds and make tube headers) and in addition to this i would have to do some pretty crazy plumbing. Other than that, i have all the parts i would need to get it done, i would just need an insane amount of time to make it happen.

However rather than starting on my own car a buddy of mine and i spent a month fabbing a setup for his 03 RSX-S. I put so much time and effort into that car that it made me a little less motivated to work on my own. the RSX however turned out awesome, garrett GT25 ball bearing turbo, hondata ecu, 304 2-1/2 in plumbing, 304 3 in exhaust, RC 650's, SSQV BOV, precision intercooler... turned out great better than the cybernation, rev hard, or greddy kits.... He's running 10psi on the stock k20.... after a TON of time tuning he put down a 12.7 (dont remember the trap) so id say we did a good job on that little four banger.

anyway... i dont see myself doing another "Turbo LS" anytime soon but i have done a few other mods lately.... i did a new exhaust, 2-1/2 in cat back ALL mandrel bend (no crimps) with a pair of oval dynomax mufflers (dont know the exact # off the top of my head) with stainless gibson 3-1/2 tips.... sounds ALOT better than my old flowmaster set up. I also tinted my tails with VHT, lowered the car with sprint springs, Upgraded my kenwood 879 to an 889 (built in g meter is pretty cool), swapped my excellon 6x8's for Diamond audio D6 components (kick a$$ speakers), replaced a bad wheel speed sensor (right rear), And gave my car a good 12 hour detailing on my winter beaten black paint.... (buffed with car brite black pearl 4, then 5. waxed with zymol then car brite weather all. then finished with car brite hand glaze #2...... turned out awesome, no orange peel no swirls, deeper than the day i got it)


ok, sorry for the long post but i guess i had to make up for the lack of posts the past few months... haha oh, and also the ls just hit 60,000 miles old :(

I would love to see a 3.0 kit out, but unfortunatly neither one of these 3.9/3.0 engines are going to like a bunch of boost on a stock motor, as they both have fairly high C/R's. But for those people who wouldn't mind changing pistons/rods either one of these engines could easily produce well over 450whp.

Now if I could just get my self to stop sinking money into the Omni I'd have a v6 LS.....but I need to hit 300+whp out of the 4cyl Omni before I start a new project. (I think I should be about 240whp this spring or so, not far to go..... :)

With the upcoming S/C we are told to expect around a 90hp increase.

370+ ponies ain't too shabby in a car like this. And with the SCT, I am sur ethey will be able to tweak a little more than that!

Bumping, so newer members can view the rear-mounted turbo thread.

Oh my...Digging up corpses now aren't we? Seems like it took him an EXTREMELY large amount of work to turbo this LS. I couldn't do that, I do not have that kind of time.

yes - 03+ and it is not easier to deal with. less attractive to tuners since the sales of the LS have really dropped off since 02.

but - hope - the many of the 05's are using the CAN and should bring the aftermarket.
not that its bad or nothin just never thought id see the day where quik would have a question bout the LS

Very wild.... would be interesting to get more details if it becomes stable and all...

Bozz

I'm bringing this thread back once again, HOW was the turbo mounted and shielded ? I'm considering playing with this, as I have several turbo installations into non turbo cars under my belt (2 rangers, a mustang, and a non-turbo eclipse)

take a lot at these guys - http://www.ststurbo.com/ - they have been making a lot of news lately with their remote (rear) mounting.

Yeah I know of STS fairly well. My only real concerns with something like this, I personally just can't see it spooling decently that far away where the exhaust is that much cooler etc.... Also I dont like the idea of pumping my motor oil from the front to the rear and than back to the front of the car. Scares me if a line is damaged and I lose my oil while I'm driving. Not only losing the motor but being stranded isn't fun even if I do hit the key to shut it down in time. Also worried about the heat from the turbo discoloring the bumper, or not having something sturdy enough to mount the turbo to. I'm sure I could fabricate some sort of bracket but I dont want to worrya bout it falling down. Would probably fabricate some sort of airbox for it, just can't see water splashing around there with the filter and all. Or maybe tuck it high up in the bumper. Getting the boost tot he motor is NO biggy at all, neither is the exhaust getting into it either. I've got a mig, buddy has a tig, I do stainless work etc. I'd probably y the exhaust at the cats to a 3" single back into the turbo, than aluminum 2.5 pipe all the way to the engine bay. Would also act as an intercooler with the ambient air. And I have a local personal dyno tuner, and all I would need is an xcal. Basically oil and mounting are my worries.

Unless I make some sort of turbo dedicated oil system, maybe near the turbo, 2 quart tank, possibly, good oil and a mild pump. But I climbed under and dont see much room unless I put the whole shebang inside where the spare tire is and just leave the turbo under the car.

I'm hearing some incredible things with twin turbos at the back of the new Mustang GT. They must have figured out the oiling problems.

think with our compression we'd be running quite low boost. I'd have to imagine that a very small turbo would be able to spool VERY quickly. I know from my talon days we could get smaller turbos to spool more quickly. I don't understand your point about being cold back there slowing down spool times. Remember the colder you can keep everything the better. If the exhaust happens to be cooler in the rear of the car that would be a plus IMO. That helps keep the turbo cooler which helps keep the charge cooler...etc. etc.

think with our compression we'd be running quite low boost. I'd have to imagine that a very small turbo would be able to spool VERY quickly. I know from my talon days we could get smaller turbos to spool more quickly. I don't understand your point about being cold back there slowing down spool times. Remember the colder you can keep everything the better. If the exhaust happens to be cooler in the rear of the car that would be a plus IMO. That helps keep the turbo cooler which helps keep the charge cooler...etc. etc.

The cooler exhaust doesnt have the same energy to spin the turbine that it did back up at the motor. Air at 1000 degrees will do more work than air at 250 degrees, those are just guesstimate numbers with no real meaning just giving an example.

hey cruzn I'm certainly no expert here so just speculating. However that doesn't make too much sense to me. Cooler air is nearly always denser which would indicate to me that it could spin the turbine more efficiently. I would think also that there would be an advantage to having the turbo so close to the exhaust outlet. STS even mentions something about that being good because of the pressure differential. Anyhow, just some thoughts.

heat is energy, especially true with turbos, you lose so much heat on the way to the turbo, it's not about air as in volumetric, which would be true about cooler denser air, it's the energy in the air that your losing

Typically you loose enough energy from a rear mounted turbo that I've seen .48 exhaust side t3 running a 350... where if it were mounted under the hood you would probably be running an .82 exhaust side or larger.

Heat is power for a turbo, the expanding gasses drive the turbin, and if its cool, that means they've all expanded already.

makes sense. thanks both of you for clarifying!

mike
awesome work... i know the complexites also... just did the rear mount turbo on my ranger 4.0l... no boost lag... too quick actually... i have been wanting to put twins on my 2000 lsv8 , the packaging is much simpilier than the roots or screw , not to mention efficiency and power gains. smart use of the meserie pump, i got mine from sts... since we are a dealer rick sold me just the pump after some pleading... never thought about water pumps... did you get a vacuum on the suction side and how did you restrict the pressure side... i used holley jets since they are common... did you have oil accumulate after shut off, i did.. i think i needed a pressure check to stop oil flow after the engine was shut off and this would have solved it... that was my only issue.... it is fun to blow away rice cars with my ranger on 39.5's, you should see the looks from these kids as they are powershifting third and i'm still right next to them laughing... it is awesome to hear from another turbo junkie out there... keep it out back too, why clutter up a perfectly good engine compartment... by the way, when did you get full boost by (rpm), mine is off right now because it spooled too fast, 8 psi by 2500 rpm in fourth, turbo was too small, excessive ebp, was thinking t04e p-trim might be too much.....lol

For those who are excited about the turbo project from ILLS, this is definetly the way to go if you are want to boost the LS.

For those who are excited about the turbo project from ILLS, this is definetly the way to go if you are want to boost the LS.



Holy old thread Batman!!! :D

A turbo is the only smart way to go with FI in the V8 LS.

Hey ILLS, shouldn't you be in your garage working on that kit?? ;)

Hey ILLS, shouldn't you be in your garage working on that kit?? ;)



I peek my head out every now and then to post on the various forums I am a member and/or vendor of. Stop talking to me on the forum and I will not have to post replies back to you. ;) Now you just delayed the turbo project by at least 3.5 minutes!!! :mad:


;)

I was looking over the pictures of the turbo project by mikepietras04 and i noticed his MAF was installed on the intake side of the turbo... i thought it should be installed on the charge pipe after the IC. That way the computer could register the newly compressed air. Could this be why his atempt didn't turn out so well?

I was looking over the pictures of the turbo project by mikepietras04 and i noticed his MAF was installed on the intake side of the turbo... i thought it should be installed on the charge pipe after the IC. That way the computer could register the newly compressed air. Could this be why his atempt didn't turn out so well?


No. You can do drawthrough MAF placement on a FI car and be just fine as long as you have the IATS (Intake Air Temp Sensor) after the turbo to give an actual reading of the aircharge temp. You will have to change a few things in the tuning but nothing too unmanageable. I chose to do blowthrough (MAF in relatively stock location) with a 4" intake tube so that my stock MAF will be able to meter the additional aircharge without pegging and so that when I do a BOV I can vent to the atmosphere instead of recycle the already heated aircharge. Keep in mind that I have the slot-in MAF meter, not the older style Ford ones that have their own housing. Doing blowthrough is harder to get right for tuning purposes though. It is usually harder to tune because any air turbulence can wack the MAF out and give false readings. That is why you have to keep all intake bends and transitions to a gradual transition for at least the last 12"-16" before the MAF sensor itself. If you do a 90 degree bend right before heading into the MAF it will throw the signal all haywire and the MAF counts will look more like a punk rockers haircut then more of a smoother mildly jerky curve.

Mike's car failed because he wasn't able to tune it properly, didn't look like the best QC was practiced by the way he described things, and lastly I do not think his oiling system was up to snuff or configured correctly. I didn't really see the specs on the turbo besides generalities so depending on what turbine housing he had compressor wheel and so on will also be big factors on if those were another possible cause to his problems. Overall for the time it was a damn good effort. I definitely tip my hat to him for trying and sort of succeeding.

I'm going to be having a V6 kit developed. I've been working with a few local shops down in South Florida to do so. Should turn out real nice too. The 1 custom fabrication shop that I usually go to has done lots of custom turbo kits. Including a Twin Turbo 2006 Mustang GT that made over 500 rwhp on only 6 PSI. If the car had a built up motor they could have gone more boost.

I peek my head out every now and then to post on the various forums I am a member and/or vendor of. Stop talking to me on the forum and I will not have to post replies back to you. ;) Now you just delayed the turbo project by at least 3.5 minutes!!! :mad:


;)

:wrench