Page 1=Modifications (9/2005)
Page 2=More Modifications (12/2005)
Page 3=BMR suspension (4/2006)
Page 4=Things for the Drag Strip (4/2006)
Page 5=Drag Strip Pictures (4/2006)
Page 6=Cam Swap (6/2007)
Page 7=Head Swap (7/2007)
Page 8=Saleen Store Visit (12/2006)
Page 9=Motorcycle Photos (6/2007)
Page 10=2007 Nor-Cal shootout! (7/2007)
Page 11=Formula D 8/11/07 Infineon (8/2007)
Page 12=NOS (9/2007)
Page 13=STS Turbo Install (6/2008)
Page 14=Modification List (Always updated)
Page 15=Shelby Headquarters Visit (1/2009)
Page 16=Village Cafe GTG (5/2009)
Page 17=Motor Swap (9/2009)
Good Friend's 1990 Mustang
STS Turbo Install
*Most recent updates are at the bottom of the page*
The turbo on the other Camaro that I purchased it off of, interesting side note I saw this SS driving around my home town that was making this crazy noise, pulled up behind it and sure enough a turbo. I gave him a thumbs up and he juiced it a little. When I finally came around to wanting a turbo I hit the internet looking and found one for sale on www.ls1tech.com it was in California about 400 miles away. I drive down to get it and low and behold its the same SS! What a small world:
Crap in my car on the way home:
The most valuable item in the world in California, the EO# D-593
Just waiting... TO4E 67-1 Trim .81 A/R Garrett Turbo oil cooled (STS standard would have been 61 trim) upgraded to -6 AN return and -4AN for the feed, with TiAL F38.4 (38mm wastegate with a .4 bar spring), 50mm TiAL Blow off valve .9 bar spring
Alright so slowly getting started, the valve covers marked with where I am gonna tap the oil returns, you will also notice that it is two passenger side valve covers so I can run a dual breather set up.
Here are -6 AN caps for the return lines so I can drive it in the mean time:
This is followed by the little piece on the side of the block that needs to be tapped for the oil feed:
Where this is located:
ALRIGHT GETTING GOING!!
Here is where the Texas Rear Turbo Front Mount Intercooler is going to be located:
It's on!
Finally a big order from Summit Racing:
Here is the 90° fittings from Summit on the valve covers for the return line:
The oil pump with the -6AN fittings attached for the stainless steel lines:
Here are some photos of the intercooler ring on with the -4AN line running from the purge solenoid of my NOS system:
And a little video for ya, sorry about the scream at then end that's me getting burned with NOS:
All the turbo oil lines, braided stainless steel of course:
The A-piller pod coming together for the boost gauge, currently a 2 5/8" Stewart Warner gauge:
I got a Hallman Pro RX kit manual boost controller coming in the mail here, which will be installed quickly there after for the perfect level of boost...
Fuel pump arrived a Walboro 255lph:
Alright sense I figured with the fuel pump that I would need to monitor the fuel pressure on start up I plumbed back in my old fuel pressure gauge I like it so much think I may just leave it:
Alright so I finally got the fuel tank out to replace the fuel pump and the above pump is as always the wrong one didn't work, had to make sure to get a 98 fuel pump instead:
This is where I decided to mount the location of the STS oil pump (notice my -AN fittings):
So when dropping the fuel tank I found a pinched line:
The solution is to order these two fittings and -6AN stainless steel line to replace it (Russell's #640850):
So I thought about spending like $50 on a boost T for all the things I will have to use boost reference with on this turbo application, instead I made me own for less then $30 (only add 1 1/8"NPT x 1/4" barb for the BOV)
On top of everything I find out the really a 255lph fuel pump is not going to supply my desired fuel needs, so what's the solution? Twin in-tank 255lph pumps, thanks to Lonnie's Performance .
Once I got the fuel pumps intstalled I had to take Rikki Tikki Tavi out for a spin since she's been in the garage for so long:
This is what happens when you drive your car without the bumper the inner fenders rub on the tires!
Finally time to cut the inter-cooler hole in the bumper, Daubert helped:
On top here are more recent photos of the intercooler and NOS spray bar ring, I used picture frame wire and a posi-lock to secure it to the intercooler. On the bottom is the assembly behind the bumper:
Check out these trick valve cover breathers with a bayonet mount I have one for each valve cover just twist on:
These are flare plugs for -4AN & -6AN I purchased these to plug the oil feed and return lines well I run them and test drive with them on:
Soon to come is a digital boost gauge made by DynoTune the same company that made my NOS pressure gauge. I just prefer the sending unit and overall design of DynoTune 's gauges over others I have tried. Also in doing this I will move both the 2-1/16" gauges to a dual piller pod mount. Below is exactly this:
Here is the current situation...
So as you can see below most of all this kit is bolted on. In fact only the piping from the intercooler to the throttle body is not currently attached:
Alright here is the HBC boost controller installed:
So after much research it seems that the oil pressure coming into the turbo from the motor is far greater then the pressure leaving the oil pump. This causes oil in pass the seals and end up in the exhaust and intake. When I bought this kit you could tell the previous owner had a serious problem with this so I found the solution, oil inlet restrictor with a .065" hole size and 1/8"NPT. Below it is installed:
Alright so I have some issues with companies just plain having poor business practices so I have had to piece together the MAF sensor and its piping but here it is almost ready to tune, all I need now is to install the Motron 60# flow matched injectors. By the way the couplers are those used for sewage pipes 3" to 2" reducers with a hair dyer fit over my MAF and 2.5" OD piping:
During all this turbo install there seems to be a lot of plumbing so I changed the axle vent from a plumbers knot to a vent:
Alright a little tester not fully there yet but close!
Alright all the parts are on its just a matter of getting all the couplers to stop coming un-done. Also that is 502/510 RWHP/RWTQ:
Here is the video to accompany this dyno run:
This is a nice screen shot of the dyno run showing an instant during the pull:
These are a couple photos of me going out to be dyno'ed as well as BuiltParkTough and I in the same area!
So after the dyno I realized that I was making more boost then I was suppose to. 8.7 PSI roughly equal to .6 bar so I figured the wastegate spring had been replaced with a .6 bar. I purchased the TiAL small red spring (.4 bar) for the 38mm wastegate, .4 bar should make about 5.8 PSI. With the setup like this I can add boost with the boost controller as I like to the previous level or above. Here is a link to TiAL spring charts .
Now with the turbo is lots of R&D so to speak, figuring out little issues that to be worked out. One of the is pressure from the manifold going back against the PCV valve so a breather on the catch can is the most common solution. I used a axle vent, which I think I will need a few more of in the long run to dial in my PCV system.
Wrong Way:
Wrong Way again:
Here is the breather setup for the valve covers it will be run with a one-way or pcv valve in line depending on what works best here:
So this is the STS over axle pipe from STS. I ordered it because I felt it provided much better clearance and a much cleaner look:
This is the vacuum source for the PCV setup I will be running:
This is the outcome of the above setup:
1-way check valves 3/8" and a 3/8" T:
Finally below is the correct setup I believe for Rear Mount Turbo Charged setup's. There are four 1-way check valves; 2 are located in line of the valve cover breathers so air can only go out not get sucked in, then there is 1 after the 3/8" Brass T going towards -> turbo, and 1 going towards -> the intake manifold after the 3/8" Brass T.
The Correct Way (well not yet PCV is right the valve cover breather are not):
In this venture I have purchased a catch can with a breather:
For my birthday my mother purchased me this awesome automerter wideband (photos later) but I had a friend of mine named Troy weld up a bung and some dollops on the hangers:
So in order to have the recall and alarm modes work in a manner that makes sense I added a wide open throttle switch so I can recall peak AFR and have the alarm warn me under WOT if the car begins to go lean:
Here is the Ligenfelter 100mm MAF that I needed to get for I had gone beyond the ability of the stock MAF:
So during all of this install I have always had a little too much crankcase pressure (including during the dyno), so I decided to do a compression test. Below is the compression tester itself and following that is the results (reference picture below for cylinder location):
(Cylinder 1= 189 PSI) (Cylinder 3= 90 PSI)
(Cylinder 5= 65 PSI) (Cylinder 7= 80 PSI)
(Cylinder 2= 189 PSI) (Cylinder 4= 209 PSI)
(Cylinder 6= 201 PSI) (Cylinder 8= 205 PSI)
From here I need to do a leak down test on what is the driver side, so I will be purchasing a leak down tester and performing the test, below is the leak down tester. Updates coming soon!
Alright as I get ready for this motor tear-down I have been fixing little things all around and I decided to go back to the stock waste-gate configuration:
Here Rikki Tikki Tavi is as she gets ready for her engine overhaul:
I decided to get a LT1 radiator shroud it will clean the engine bay up a little bit:
Page 1=Modifications (9/2005)
Page 2=More Modifications (12/2005)
Page 3=BMR suspension (4/2006)
Page 4=Things for the Drag Strip (4/2006)
Page 5=Drag Strip Pictures (4/2006)
Page 6=Cam Swap (6/2007)
Page 7=Head Swap (7/2007)
Page 8=Saleen Store Visit (12/2006)
Page 9=Motorcycle Photos (6/2007)
Page 10=2007 Nor-Cal shootout! (7/2007)
Page 11=Formula D 8/11/07 Infineon (8/2007)
Page 12=NOS (9/2007)
Page 13=STS Turbo Install (6/2008)
Page 14=Modification List (Always updated)
Page 15=Shelby Headquarters Visit (1/2009)
Page 16=Village Cafe GTG (5/2009)
Page 17=Motor Swap (9/2009)
Good Friend's 1990 Mustang
