Center-Mount Variable Turbo Conversions are here...

[quattrorunner]

Holy crap.

[Jeff Alton]

do you have a pic of how low the headers hang?

Cheers

[Facey]

I love this concept... trade carbs for VVT + some EFI.... just need $

[KobaltBlau]

Collin, could you please provide more info on the 996 based twin setup?

Best,

[911TT33]

Originally Posted by KobaltBlau

Collin, could you please provide more info on the 996 based twin setup?

Best,

Ditto! Do you have these VVT's to suit the 993TT heat exchangers?

[pdqcarrera]

Originally Posted by No_Lag

See this post from above:
As stated, the 300hp represented in the dyno chart is only an example of what this turbo setup is capable of at stock boost levels. Once you turn up the boost and add a few things like a more efficient intercooler and intake, ignition, fuel system, etc. then you are talking about making some serious power.

I applaud your reasoning of starting with a stock setup.

FWIW - my 3.3 is modded with GHS headers, IA-K27S turbo, IA Mod Euro Fuel head, 1 bar Tial WG & a Kokeln I/C. It's a kick in the @$$ fast ride but yes with more turbo lag than I'd like. Will be nice to learn what adding your turbo would accomplish.

[911TT33]

Originally Posted by No_Lag

Of course:

Interesting placement of air filters.

Isn't it risky to have them that low to the road?

[No_Lag]

Originally Posted by Jeff Alton

do you have a pic of how low the headers hang?

For the 930? They are no lower than, say, B&B headers w/ heat. Ground clearance was a major area of focus for us.

Originally Posted by KobaltBlau

Collin, could you please provide more info on the 996 based twin setup?

This particular turbo system was developed by Ivan Arzola at IMA Motorsport. He is really happy with the performance of our trubos and has other systems in the works for the 997 GT3, Cayman, and 968. His number is (703) 327-9858.

Originally Posted by 911TT33

Ditto! Do you have these VVT's to suit the 993TT heat exchangers?

Possibly, they will have the same inlet flange but the outlet flange on any typical 993TT muffler assembly will be slightly different

Originally Posted by 911TT33

Interesting placement of air filters.

Isn't it risky to have them that low to the road?

It's hard to tell from just the picture, but they have developed a bolt-in aluminum fender liner to separate the filters from the elements, particularly in the wheel wells. In that picture you can see one of these fender liners installed on the driver's side. They can both be seen in this image however:

[911TT33]

Very nice setup indeed!

Anyone used these K&N Filter Wraps?

K&N Air Filter Wraps

DryCharger® - K&N DryChargers® are manufactured from a durable polyester material and are pre-treated with a proprietary hydrophobic process designed to prevent splashes of water or mud from saturating your K&N air filter. The DryCharger will also stop small dirt particles; yet add little restriction to the airflow of the filter. Please be aware the DryCharger is water repellent, not water proof. Depending on conditions and usage the water repellent treatment is good for 1 to 2 years.

[No_Lag]

Originally Posted by 911TT33

Very nice setup indeed!

We like to use Outwears on some of our race applications over a screen mesh type filter to keep water out. The thing is that these filter covers also a restriction on air flow which can slow turbo response.

[No_Lag]

Here are a few pictures of our turbos on a 997 GT3:

[wax105]

Looks great Collin!

Do you anticipate issue with that much torque down low? I know the technologie and variations of it is in use with certain diesel engines but all that torque, that quick... I'm worried, I like it but a bit worried

[No_Lag]

Originally Posted by wax105

Looks great Collin!

Do you anticipate issue with that much torque down low? I know the technologie and variations of it is in use with certain diesel engines but all that torque, that quick... I'm worried, I like it but a bit worried

This is a great question and a great problem to have as well. It's always better to have boost come in too fast rather than too slow. But since that may not be for everybody we built in a feature that allows for the initial vane position to be manually set by the user. By adjusting the initial vane position one can control how fast boost comes in. For example having the vanes set at zero (initial position of fully closed) then you will have the fastest boost response. Set the initial vane position to fully open and you will have performance that would be more comparable to a conventional turbo. With that said the vanes can also be set anywhere in between.

Basically you have the ability to dial-in the turbine geometry to your specific driving style with a simple turn of a wrench.

[wax105]

Collin, not so much boost onset that worries me. Extra load on the engine at low rpm indused by 1-1.5bar real quick, stress on the internals. I understand the adjustablility but I, as most people here I guess, would dial in the least lag possible...

The engineering is great and I will seriously look at the option. I have a 3.6 N/A that I will boost in the next year or so and loosing the need for a scavenge pump arrangement sound good... This is for a race car and more cfm will be desired! Do you guys have any setups running in race trim at the moment?

[No_Lag]

What did you have in mind for race trim?

[tj930]

Collin (aka 'Mr. No Lag'), I admire what you guys do and I watched your YouTube videos (modified930 going around a track) with interest.

But when I look at this


I think, "Why is it not twin-scroll? Surely there'll be 'back pressure' from each bank of cylinders?"

[No_Lag]

Originally Posted by tj930

"Why is it not twin-scroll? Surely there'll be 'back pressure' from each bank of cylinders?"

If you will notice most variable vane turbos (aside from very few truck applications) do not use a twin-scroll design for several reasons. The main idea behind a twin-scroll conventional turbo is to create a more efficient and more ideal flow scenario for the turbine. This is accomplished on a much greater level with variable vanes which create ideal turbine flow geometry at any given rpm.

[No_Lag]

Originally Posted by Jeff Alton

do you have a pic of how low the headers hang?

Cheers

I went a took a few pictures of the car yesterday and thought I would post this one to better answer your question.

[tj930]

Very tidy!

I'm following your progress with great interest.

[CaptainCalf]

Collin, I can see the advantages for a stock 930, but what would this setup do for a 930 that puts out 500hp at the crank? Are you considering any non-stock application examples?

Thanks,
RC