Finally, there is now a custom BDT, Belt Drive Turbo, specifically designed for the Lincoln LS. This is simply an awesome piece of equipment designed by Thomas (Geoff) Knight of ATS Turbo. The prototypes were fitted and tested on my car WISPER, a 2005 LS V6. They are amazingly simple in design, troublefree, weighs less than 20lbs., 80 plus horsepower at 6PSI.
Contact me for complete kit info, prices, ect. [email]Shiloh66@Localnet.Com

Shiloh - great news on the V6 - I was speaking with Geoff last night.

Have you been to the dyno yet?

Explain a little more about the kit:
- fuel system - injectors and pump?
- tuning?

is there one for the 8?

That is my setup.

As I posted in my SC thread - Geoff and I are working on the kitting details now.

Quik LS, As you spoke with Geoff; I am sure he filled you in. I will email you the describtion he and I have put together. A web site soley for the LS BDT is in developement. We have not been on the Dyno yet but you know Geoff does not pick #' out of the air.

The fuel system stays stock with the addition of one 30lb injector and a custom pressure switch. No ECU mods are needed as it will pick uo changes from the Oxygen sensor and adjust the fuel ratio through the stock injectors. The additional 30lb injector is controlled by the custom pressure switch. Boost is adjustable 1 - 7 PSI however the unit will run up to 14 - 16 PSI. At the higher boost rates, owners must upgrade the internals of their engines or there is a chance of BOOM. We are looking at 60 - 75 HP from the 30 lb and an additional 10 - 20 from the stock injectors.

We are very excited about the BDT, not just for myself but for all the LS owners who have looked in vain for aftermarket performance products. A similiar BDT, produced by Geoff, is available for Dodge Magnuns thru Mopar Performance and has been very successful. You know what you went thru with the very first supercharger that you and Geoff put together. Now LS owners will be able to buy the complete kit, and I mean complete, with installation taking abouts 3 hours. I know as I have bolted prototypes on my engine multiple times. The BDT is sweet, simple and very effective
Complete describtions are available by contacting me at
shiloh66@localnet.com

I have great respect for Geoff - and like his work. From my own experience - be careful about suggesting numbers until you get there. There will always be a few 'challenges' to work through. The V6 is a tried and true platform and should be a lot less complicated than the V8 setup.

When you say We are looking at 60 - 75 HP from the 30 lb and an additional 10 - 20 from the stock injectors.
what do you mean by that? only 20hp from the setup without swapping injectors?

IMHO - you will still need to tune it - seriously.

Are you personally distributing (selling) these?

Cool.

Freehold....as in, the one in NJ?

I am very intrigued and a bit confused at the same time.

First of all let me say that my 2004 LS v6 would love to have some forced
induction sitting under the hood.

One thing I need some clarification on: isn't a "Belt Drive Turbo" more accurately described as a centrifugal supercharger? Since there is no turbine spinning with charge from exhaust it contains only a belt driven compressor. The unit does look like the typical turbo physically, but mechanically shouldn't it be called a supercharger? Is this just a difference in terminology associated with longitude?

Here is Thomas Knight's page: which pictures the typical unit.
http://www.boosthead.com/home.php

Right - like a vortech/Paxton type centrifugal supercharger.

Belt driven, creates boost in the housing, and is pre-throttle plate - so a 'belt driven turbo' is an accurrate mental image.

The difference here is - it looks like an actual inlet side of a turbo with the shaft gearing mechanizm drive by a belt system.

http://www.boosthead.com/images/other/intro.jpg

As far as the numbers go, they are not mine, they are Geoff's. These are his estimates based upon his years of experience and results from BDT's developed for and installed on various Dodge Magnums, Cadillac CTS, Ford Mustang and others.

We will have WISPER on the Dyno very soon and will post all results.

Yes, I am distributing(Selling) the BDT's for the LS; our stand alone web site will be up and running very soon. There will also , hopefully, be another well respected vendor and LS advocate who will have the units available online.

Every BDT Geoff designs and builds whether for a V6, V8, Lincoln, Dodge or other is built to optimally perform for that specific engine. All are slightly different but the basic design remains true with them all.

QUIKLS you have, I believe, the one and only supecharger built for an LS which was built by Geoff and yourself, you are very familiar with both his work and high standards.

My main question is can the average DIY'er do it himself? I know that the work Lou put into the SC was enormous! Also, what type of technical support will Geoff provide for these kits?

These will be much simpler to install - basically you bolt in a new bracket and the unit sits in place of the stock airbox, add a belt and then route the output into the throttle body. You leave the manifold and stuff all in place.

Some of the things to work through will be the hydraulic fan, injectors, and tuning....

WOW!!!! this what I have been waiting for. I will just have to wait a little and see how this works out. Sure sounds great!

Sweet, good news today. Should get Lucy back tomorrow.

you will still need to tune it - seriously.



That is a BIG +1. The O2 sensor have nothing to do with WOT fueling in the LS or more of less any other modern EFI vehicle. The MAFS does. You will have to tune the car, not only in the MAF Transfer but also will be commanding your AFR's richer than stock in your base fuel table as well with a FI combination like this. The stocker MAFS will likely max out too so that will need to be swapped as well or at least install the LS electronics into a larger housing like from C&L and then tune it.

Sounds like a cool project. I seen some of the BDT's for the 3.0 Rangers a while back driven off the alternator pulley. Pretty innovative idea.

It is great to see you V6 guys finally get a bone thrown your way. ;)

My main question is can the average DIY'er do it himself? I know that the work Lou put into the SC was enormous! Also, what type of technical support will Geoff provide for these kits?

With the way the BDT's are designed they are MUCH easier to install than a roots supercharger is because you dig into the engine less. Much much less time needed. In fact I have seen allot of times where the BDT installation time would take less time than the average centrifugal s/c time due to it having more of its components mounted higher in the engine, namely the drive pulley for it.

Then just drill and tap a hole on the intake and add another injector! Yup, turbo dodge guys have been doing this for years, and it works well, too.

Then just drill and tap a hole on the intake and add another injector! Yup, turbo dodge guys have been doing this for years, and it works well, too.

that is very old school. We have come a long way now and can easily calculate the requirments, upsize to the proper injectors and then re-tune the PCM.

After the upsized injectors! And higher rate fuel pump and regulator. (was refering to the "extra" injector described in the kit).

Since Geoff started on the first T-bird before the SCT software was available - his only option was to use the extra secondary injectors at WOT (my Lotus does the same thing).

Now with the LS we have much better control over it - we can upgrade the fuel pump (or use a BAP), go with amlost any injector size and then re-calibrate the AFR and reflash the PCM.

It's all possible now - unfortunately - it was a little too late to help the popularity of the car back in the early days when the press about it was high and aftermarket companies where watching to see demand....

As a high school student, was probably up there on the top fantasy list. Along with cheerleaders and the like:D :D :D I really wasn't aware that this had been in the works for so long. Is there a "programming pcm's for dummies" at the local wal-mart?

interested to know more

As you know we use the XCal or Livewire to upload tunes into our LSes. www.sctflash.com. Tuners sell their services by creating new 'tuned' PCM codes for your LS and you upload it via the unit.

There is also a Pro Racer package that is the same software the tuning companies use - but limited to a single vehicle. So it allows you all the control over the car - via the PCM software.

There is some good coarse that you can take - http://www.calibratedsuccess.com/ where is teaches the tuning and talks about the SCT software specifically. He also has a book that is a 'starter' type book -> http://www.cartechbooks.com/vstore/webpage.cfm?DID=6&WebPage_ID=4

As you know we use the XCal or Livewire to upload tunes into our LSes. www.sctflash.com. Tuners sell their services by creating new 'tuned' PCM codes for your LS and you upload it via the unit.

There is also a Pro Racer package that is the same software the tuning companies use - but limited to a single vehicle. So it allows you all the control over the car - via the PCM software.

There is some good coarse that you can take - http://www.calibratedsuccess.com/ where is teaches the tuning and talks about the SCT software specifically. He also has a book that is a 'starter' type book -> http://www.cartechbooks.com/vstore/webpage.cfm?DID=6&WebPage_ID=4


The Pro Racer's Package Advantage software allows you access to allot of the vehicle tuning but not full access. It usually allows enough access where you can tune most cars with it and be more or less fine though. The PRP user's start off with the Professional user level access to the software but if you were to become a full dealer and took the regular and advanced gasoline EFI classes offered by SCT then you can request calibrator level which is full custom tuning access too all area's of the PCM; especially the TBW for cars with it. There are further levels beyond that but they are reserved more or less for SCT in-house employee's.

Those tuning courses will help allot. I would suggest if a person were serious about learning how to custom tune that they buy a PRP, get on the SCT forums in the PRP section and just read read read for a while to learn a bit. Then also pick up the SCT tuning handbook as well as the Don Lasota CD's. Once you have done this you will hopefully have built a somewhat solid foundation of knowledge to start with. Then go to the class and fill in the blanks. It takes allot of dedication to learn to be a good tuner but with the right motivation it is doable. I suggest you be good at mathematics too. ;)

I didn't see any confirmation of it working for the V8? Is there going to be a kit for the V8? And does this mean that we can get 350+ HP without having to use NOS?

I didn't see any confirmation of it working for the V8? Is there going to be a kit for the V8? And does this mean that we can get 350+ HP without having to use NOS?

Shiloh is only talking the V6 here.

Geoff (the guy the is behind this BDT project and my SC project) is still working with me on the SC for the V8. And we have successfully passed the 350+ mark without NOS.

are they really 4 grand???

Saab came out with a "ping detector" on the 16V 900 turbos. I've seen other vehicles retrofitted with this. I believe it somehow gets rid of boost when knock is sensed (not sure if it's wastegate like or adjust timing or what but it does it within milliseconds). Might be a good idea for the boost crowd...save an engine, maybe? Just a thought.

Saab came out with a "ping detector" on the 16V 900 turbos. I've seen other vehicles retrofitted with this. I believe it somehow gets rid of boost when knock is sensed (not sure if it's wastegate like or adjust timing or what but it does it within milliseconds). Might be a good idea for the boost crowd...save an engine, maybe? Just a thought.

almost all modern engines use a knock sensor - including our LS. It retards the timing when it detects knock (most of them are a piezoelectric sensor). That is one of the ways the PCM detects a mis-fire.

Damn...:confused: I really need to get with the times, hugh?

WOW!!!! this what I have been waiting for. I will just have to wait a little and see how this works out. Sure sounds great!

I'm going to add another smile in my sig.....

are they really 4 grand???



Forced induction is not cheap. I am curious to see what you 6'er guys will be running with this combo when it is available for you. Should make things a little more interesting.

Looks great,
Can't wait till a V8 kit comes out.

Looks great,
Can't wait till a V8 kit comes out.

+1 ^

Forced induction is not cheap. I am curious to see what you 6'er guys will be running with this combo when it is available for you. Should make things a little more interesting.

Forced induction can be cheap, my other ride has a holset hx35/40 turbo with custom manifold, downpipe, external gate, standalone fuel and spark, msd, cam, nitrous, huge ic, 1000cc injectors, and all of that still cost less then then 4 grand. They are talking about a charger, bracket, tune, and single maybe cold start injector (either way 12 volt extra injector) for 4 grand. You see why I am a little leary?

Forced induction can be cheap, my other ride has a holset hx35/40 turbo with custom manifold, downpipe, external gate, standalone fuel and spark, msd, cam, nitrous, huge ic, 1000cc injectors, and all of that still cost less then then 4 grand. They are talking about a charger, bracket, tune, and single maybe cold start injector (either way 12 volt extra injector) for 4 grand. You see why I am a little leary?



I am neither vouching for, nor campaigning against this kit or its pricing. My statement was meant purely in a general sense of how expensive FI can get.

FI can be less expensive when you do the work yourself but even then I do not consider it cheap. Cheap is somewhat a relative term but most would agree that FI gets expensive pretty quick. Even with the dealer pricing I get from some of the manufacturers I sell parts for, and no labor charges due to me doing all my own work, it still gets expensive when you do all the essential upgrades.

I have done some high quality custom turbo systems for less than $2,000 before using all new name brand parts. I have also done full progressive controlled wet nitrous systems for less than $400 with all the bells and whistles. Just because some of us can do that, doesn't mean others are able to. Consider yourself in the minority here as most cannot do their own custom work. :Beer

This thread is from the SVT Contour forum. Maybe long winded but the basis of the thread is that a company, AER is selling this motor for 4K +. Balanced and blue printed, all forged internals, 8.5 compression, turbo grind camshafts long block.
Noble uses this motor with twin turbos=500hp.

http://www.contour.org/ubbthreads/showflat.php?Cat=&Board=3L&Number=1278154&page=&view=&sb=5&o=&fpart=1&vc=1

Is the BDT worth the money; to me it is a no brainer. Where else can you go for approaching 100 hp for four grand? No where. What something is worth to someone is relative; I have an audio/gps sytem which exceeds 4k and to me it is well worth the money for the guttural impact of Gabriel singing Lamb Lies Down On Broadway and the crisp strings of Vivaldi's Four Seasons. As with any new product intial costs are high; remember DVD's, LCD/Plasma TV's, prices have consistently fallen since introduction. ATS Turbo, Geoff Knight has BDT's starting at 1700 which have been out for quite a while. This is a brand new product which has taken months to develope. In the kit you get the following:T70/T18A10-BDT, Dual Pulley Shaft, CNC BDT Mounting Plate, Mountimg Hardware, BDT Timing Belt, Additional Injector(30 lbs/hr), Pressure Switch(adjustable 1-7 PSI, Aluminum Pipes, Silicone Hoses and Clamps, Fuel Line & 'T' (High Pressure F.l. Hose), Boost Gauge, Misc. Vac hoses and Fittings, Clamps, Tie Wraps, Misc Wire & Terminals. You get EVERYTHING you need to completely install the system.
You might think that it is a lot of money for a little bit of Hardware; you're right it is. You are also paying for the months of developement and the concept. Lets not lose sight of the end result; BDT owners will get a performance increase which cannot be achieved as simply, as effectively and as trouble free any other way regardless of the money expended.

Each of us has to decide for themselves value of any given product. I sent Geoff Knight multiple thousands many months ago to get this project started, Why: because I have a beautiful car with almost perfect weight distribution, great handling and luxury accomodations which was underpowered. There is nothing after market available and I did not want to get involved with custom engine building which would have cost far more. Am I happy with the result, Would I do it again, Is it worth the money; The answer is Yes, Yes and Yes.

Where else can you go for approaching 100 hp for four grand? No where.


A custom STS turbo would be right in there with that cost actually.

http://www.contour.org/ubbthreads/sh...=&fpart=1&vc=1

I went there, and to my surprise, the motor is done in Marshall, Virginia, a town of only 600 people where I grew up as a boy. A small, small, world.

http://www.contour.org/ubbthreads/sh...=&fpart=1&vc=1

I went there, and to my surprise, the motor is done in Marshall, Virginia, a town of only 600 people where I grew up as a boy. A small, small, world.

This motor is balanced and blueprinted, all forged internals for $4300! It also comes with 8.5:1 compression. So with the BDT at around $3500 plus the $4300 for the built motor.....too bad the rest of the drive train wouldn't last.

That link is broken, got one that works?

New AER Noble 3.0L (http://www.contour.org/ubbthreads/showflat.php?Cat=&Board=3L&Number=1278154&page=&view=&sb=5&o=&fpart=all&vc=1)

Crate Engine Noble M400 (http://www.contour.org/ceg-vb/showthread.php?t=23843&highlight=noble)

Try these.

that is one of my favorite engines - I have owned several cars with 3.0L duratec and they all have been very trouble free. I had the chance to track a Noble with that twin-turbo 3.0L in Dallas last year. The owner bought the Noble as a rolling chassis and then had to buy the drivetrain seperately (that may be the way they sell all of them).

The engine was fantastic. The car's balance was so-so....

The car's balance was so-so....


I have zero personal experience with the Noble vehicles. I would have expected more out of them. That is too bad because I always got the impression that the handling and balance is what they really touted with that car.

it seemed like the trunk was filled with water - kind of a weight shift would happen late - then again, it likely had more to do with the amature behind the wheel of someone else's expensive car....

it seemed like the trunk was filled with water - kind of a weight shift would happen late - then again, it likely had more to do with the amature behind the wheel of someone else's expensive car....

Where is the gas tank located? If it’s like a pre 05 mustang it might be behind the rear axel. This is something I have noticed on my 01 Mustang Bullitt track car.

The lincoln LS does a pretty good job of locating the tank in the middle (well close to it) of the car. This really helps with the feeling you are talking about because now all four wheels are taking the affect of weight shifting.

Oh by the way I have been following your SC setup and it looks great. I have an 01 V8 sport waiting for a kit :)

They are talking about a charger, bracket, tune, and single maybe cold start injector (either way 12 volt extra injector) for 4 grand. You see why I am a little leary?

If you read my post #38 you will see that you get far more for your dollar than the few items that you mention and the cost is $3495. This basic kit will function quite well however for optimun performance you would upgrade all injectors and reflash the ECU; this option is available for $3995.

As I believe ILLS mentioned; not everybody has your mechanical and technical abilities necessary to "scratch" customize their rides. For the average owner who looks to the "aftermarket" we feel that the BDT represents tremendous performance, ease of installation, trouble free operation and VALUE. Looking at available "TURBO KITS" and in most cases the additional parts necessary (intercooler, waste gates, boost gauge, piping,ect)combined with the extensive labor involved with installation the ATS BDT TURBO is more than competively priced. You certainly, as do others, have the right to disagree.

On a side note: I really enjoy knowing that my little V6 will eat all but a handful of modified LS V8's for breakfast and her name is WISPER.

Shiloh - my advice (I know you didn't ask for it) - until you are running careful about mentioning what is and is not included in the kit. Focus on getting up and going - it's an exciting project and the first for the V6s.

IMHO - Tuning is an absolute must and that can only be done by a SCT tuning device (and likely a shop who tunes using the SCT products). You can get better performance by running closer to MBT (minimum for best torque) spark or LBT (lean best torque) fuelling. The LS already runs LBT fuel (approximately 12:1 air/fuel ratio, compared to the normal stoichiometric 14.6:1) at wide open throttle (or wide open pedal for 2003+). Spark is normally the minimum of MBT and "borderline" (the spark level at which knock begins occurring). This is normally the only place where there's room for improvement from the PCM. But running closer to MBT when you're borderline limited would mean running higher octane fuel. But the LS already runs on premium, so we do not have as much room to wiggle.

So you will not have as much PCM automatic adjustment to compensate for the additional air you are injesting since we are already running close to the limits in stock form - hence the need for tuning and the fuel system upgrade. Working in the cost of the additional tuner, fuel injectors, tuning, ....etc.

Think of it this way - if you were going to add N2O for an extra 75hp you should not simply add a dry system (hoping the fuel system would some how compensate and add more fuel - you would have to go wet to add the additional fuel since our fuel system are already running near their design limits. Gone are the days where the PCM and injectors has a 25% play.

So your BDT is doing the same thing - adding more air.

I'm sure Robert can explain it better....

Shiloh - my advice (I know you didn't ask for it) - until you are running careful about mentioning what is and is not included in the kit. Focus on getting up and going - it's an exciting project and the first for the V6s.

IMHO - Tuning is an absolute must and that can only be done by a SCT tuning device (and likely a shop who tunes using the SCT products). You can get better performance by running closer to MBT (minimum for best torque) spark or LBT (lean best torque) fuelling. The LS already runs LBT fuel (approximately 12:1 air/fuel ratio, compared to the normal stoichiometric 14.6:1) at wide open throttle (or wide open pedal for 2003+). Spark is normally the minimum of MBT and "borderline" (the spark level at which knock begins occurring). This is normally the only place where there's room for improvement from the PCM. But running closer to MBT when you're borderline limited would mean running higher octane fuel. But the LS already runs on premium, so we do not have as much room to wiggle.

So you will not have as much PCM automatic adjustment to compensate for the additional air you are injesting since we are already running close to the limits in stock form - hence the need for tuning and the fuel system upgrade. Working in the cost of the additional tuner, fuel injectors, tuning, ....etc.

Think of it this way - if you were going to add N2O for an extra 75hp you should not simply add a dry system (hoping the fuel system would some how compensate and add more fuel - you would have to go wet to add the additional fuel since our fuel system are already running near their design limits. Gone are the days where the PCM and injectors has a 25% play.

So your BDT is doing the same thing - adding more air.

I'm sure Robert can explain it better....
In a short space, you have done a nigh-perfect job of outlining the background requirements and efforts necessary to make more power in a modern computer-controlled engine. My hat's off !!
KenS from Ben's Place

Shiloh - my advice (I know you didn't ask for it) - until you are running careful about mentioning what is and is not included in the kit. Focus on getting up and going - it's an exciting project and the first for the V6s.

IMHO - Tuning is an absolute must and that can only be done by a SCT tuning device (and likely a shop who tunes using the SCT products). You can get better performance by running closer to MBT (minimum for best torque) spark or LBT (lean best torque) fuelling. The LS already runs LBT fuel (approximately 12:1 air/fuel ratio, compared to the normal stoichiometric 14.6:1) at wide open throttle (or wide open pedal for 2003+). Spark is normally the minimum of MBT and "borderline" (the spark level at which knock begins occurring). This is normally the only place where there's room for improvement from the PCM. But running closer to MBT when you're borderline limited would mean running higher octane fuel. But the LS already runs on premium, so we do not have as much room to wiggle.

So you will not have as much PCM automatic adjustment to compensate for the additional air you are injesting since we are already running close to the limits in stock form - hence the need for tuning and the fuel system upgrade. Working in the cost of the additional tuner, fuel injectors, tuning, ....etc.

Think of it this way - if you were going to add N2O for an extra 75hp you should not simply add a dry system (hoping the fuel system would some how compensate and add more fuel - you would have to go wet to add the additional fuel since our fuel system are already running near their design limits. Gone are the days where the PCM and injectors has a 25% play.

So your BDT is doing the same thing - adding more air.

I'm sure Robert can explain it better....



The stock Gen2 tuning has the commanded Lambda coming in at .75 (10.98:1 AFR) then ramping up and commanding .855 Lambda (12.5:1 AFR) by 6,000rpms and above at WOT in the base fuel table. Keep in mind that those AFR's are meant for a naturally aspirated vehicle. When I retune most N/A vehicles for more power I usually bump the AFR up to around 12.5:1 across the board depending on what vehicle and engine it is. I could open up a stock Gen1 tune to compare but I honestly just do not feel like it right now.

With forced induction I usually command .785 Lambda (11.5:1 AFR) across the board at WOT to keep things a little safer especially on the stock Lincoln LS bottom end. I try to treat this thing like glass as much as possible so that minimal chance of breakage occurs. High CR does not favor boost but it can take it if it is tuned carefully. If I am tuning a lighter car with a built bottom end then I will lean it out slightly more than that. One thing for the people to keep in mind in here is that leaner does not always equal more power at WOT in a piston driven engine. There comes a point of diminishing returns; especially when looking at it from a safety standpoint.

Like Quik said, the stock components can only take so much. That stocker MAFS can only meter so much air before it is pegged. When that happens fuel goes static and that is not really a good thing if you are only 4,500rpm's into a 6,500 rpm pull. You can run a Diablosport MAFia to extend the stock MAFS range to allow it to meter the additional air coming into the engine with FI or you can change over to a different MAFS with more range. The stocker fuel injectors can only take so much before their duty cycle is maxxed too.

For anyone planning to run this BDT system or other form of forced induction, barring nitrous, for their LS I recommend that the MAFS and injectors be upgraded along with a full custom tune by a competent SCT tuner. Also for those pushing into the 325rwhp+ range I would also suggest either upgrading your stocker fuel pump or running a boost-a-pump. Your stocker fuel pump may be able to take it but it will be very close to maximum duty cycle which is not a good or safe thing. ;) Heck, even just on 100wetshot of nitrous I was at 91%+ FPDC (fuel pump duty cycle) which is not maxxed yet, but still closer than I prefer to come to limits while remaining safe. I try to keep all items to a safe max of 85% duty cycle or less.

Good luck Shiloh. I want to see your car in action. :Beer

On the topic of forced induction on the LS, whether BDT or supercharged, has anyone experience problems with increased crankcase pressure, i.e. dipstick popping up or out, oil in the intake, front or rear main seals blowing in extreme instances?

On the topic of forced induction on the LS, whether BDT or supercharged, has anyone experience problems with increased crankcase pressure, i.e. dipstick popping up or out, oil in the intake, front or rear main seals blowing in extreme instances?



Nope. I vent my cam cover to atmosphere to prevent that with the turbo. The tuning will be slightly different because of it but it is not problem at all. I vented to atmosphere even when N/A while running nitrous too.

If you want you can always run a oil/water separator and a one way check valve and keep the cam cover venting back into the intake.

Nope. I vent my cam cover to atmosphere to prevent that with the turbo. The tuning will be slightly different because of it but it is not problem at all. I vented to atmosphere even when N/A while running nitrous too.

If you want you can always run a oil/water separator and a one way check valve and keep the cam cover venting back into the intake.

No problem with the un-metered air affecting your idle quality?
On my Mustang, originally after installing the S-trim I used the Steeda oil separator. I ended up putting a second PCV in the left valve cover with the Viton check valves in both lines. No more oil in the intake.

I added two in-line catch cans to the valve cover-to-intake tubing to seperate the oil form the blow-by. I am seeing extra pressure - but unlike the turbos who are boosting in the intake pipe (which would then boost the valve covers in the PCV-less V8). Even before the SC - I was seeing some oil in the intake.

Plus the chrome catchcans are pretty....

No problem with the un-metered air affecting your idle quality?
On my Mustang, originally after installing the S-trim I used the Steeda oil separator. I ended up putting a second PCV in the left valve cover with the Viton check valves in both lines. No more oil in the intake.




There is no unmetered air entering the system the way I have things configured. It idles like stock.

Hey guys, great discussion here. I can't wait to see some numbers and final products.

As you know we use the XCal or Livewire to upload tunes into our LSes. www.sctflash.com. Tuners sell their services by creating new 'tuned' PCM codes for your LS and you upload it via the unit.

There is also a Pro Racer package that is the same software the tuning companies use - but limited to a single vehicle. So it allows you all the control over the car - via the PCM software.

There is some good coarse that you can take - http://www.calibratedsuccess.com/ where is teaches the tuning and talks about the SCT software specifically. He also has a book that is a 'starter' type book -> http://www.cartechbooks.com/vstore/webpage.cfm?DID=6&WebPage_ID=4
Quik, your link to the 'starter' book won't work.
KS

I WANT ONE!!!
But I need one for a V8.

How is the progress comming along on the V8?

Geoff's solution for the V8 is what I have done, Shiloh is working on the V6.

In terms of the technical content, this must be one of the most important threads in the entire forum !!!

Thanx to Quik and ILLS !!!

KS

Many of you have been anxiously awaiting both photo's and numbers of the BDT installed. Unfortunately I ran into some problems bringing Wisper out of storage. After much work and dollars, she is now purring like a kitten and ready to roar with the BDT. As has been discussed, at length, by primarily Quik, ILLS, and Cammerfe; tuning will take some time and the numbers posted next week will be preliminary. I will start posting installed pictures on Monday the seventh and numbers shortly thereafter. As always, questions, advice and comments are welcome.

How is it comming along with the tunning on this crazy turbo. Will this work better on a V6 with a manual transmission?

Hey we have been waiting. GIVE US PICS!!!!

give us something...lol

:shifty:

...of this thread.Any pics numbers, info for the v8?!

Very Interested in this as well for the V8

hmmmm..... :shifty: :shifty:

calling shennanagins...

Don't be too quick to dump on his parade. Things like this take considerable time. When it is completed he will give us updates.... that is if he is still trying to promote the sale of these items.
I for one would love to have one... A little extra juice for my v6 would be great. Perhaps bring it up to the stock v8 level.

For you v8 guys, there are custom turbos available if you so desire. As with everything all it takes is time and money.

Looking forward to see some info Shilo...

If I recall correctly, I believe this guy was only talking about getting something like this done on his V6. So you guys asking about the V8 may not get much out of this thread.

I too am watching this to see how it goes. Much simpler back in 1966 when I custom installed a Paxton system on my 65 Mustang 289. Basically just install, adjust jetting after pressurizing the carburetor and tune the timing. The only problem back then was going through the (don't remember the real name) spring loaded aluminum socketed plate attached to the pulley that drove steel ball bearings against the tapered cone that in turn drove the impeller. It was set up to spin the impeller faster as RPM increased and forced the ball bearings to the outside of the tapered cone. I am sure that the modern design is much more sophisticated. We had no recirculated oil for the system and used auto transmission oil and STP mixture from an internal sump. The cupped plate would wear out quickly.

If I recall correctly, I believe this guy was only talking about getting something like this done on his V6. So you guys asking about the V8 may not get much out of this thread.
Even if he is only referring to the V6, I would love to build a V6 Manual Turbo

Even if he is only referring to the V6, I would love to build a V6 Manual Turbo

It would be nice if someone were to do something for you V6 guys. I would be willing to design and build a system that you guys could copy but none of the V6 crowd has taken me up on that offer. No big deal, I will stick with V8's until one of ya sixers request my help with it.