Center-Mount Variable Turbo Conversions are here...
 

Some of you may have been following this turbo conversion over the course of it’s development. Those who have know that we’ve been working on this project for about a year testing everything imaginable to reach maximum performance. We’ve tested several different turbine/compressor combinations, turbo orientations, charge tube designs, header layouts, collector designs, and list goes on. All of our testing has been done with full data-logging on the street (daily commute), the track, and the dyno. Being one who has been around the 930’s for a long time (former Imagine Auto guy here) it really put a smile on my face to make this turbo conversion a reality after joining the team at Aerocharger. Transforming the 930 from a car that struggles to pass modern cars on the highway to a force to be reckoned with by a simple bolt-on conversion has truly been a satisfying experience. For those who have been waiting patiently as we perfected this conversion, I’m glad to tell you that the wait is finally over, as we will be shipping the first production round later this week.

http://img.photobucket.com/albums/v6...Fullsystem.jpg

Here are a few key details about this turbo conversion:

-Full boost and max torque is reached before 2,500rpm

-Easily adjustable vanes to allow the end user to effectively control the responsiveness of the turbo

-Boost is easily adjustable from .8 BAR to 1.25 BAR (depending on your max altitude)

-Compatible with any stock or aftermarket intercooler setup

-Compatible with any fuel system be it CIS or EFI

-Mellow exhaust tone, no droning while cruising

-Fits neatly under any stock or aftermarket bumper.

-Available with or without heat package

-Complete package with everything you need for installation including hardware and gaskets

http://img.photobucket.com/albums/v6...tockvsAero.jpg

This now-famous dyno chart shows the .8 BAR comparison between our system (purple) and several runs with a bone stock 930 (green, light green, and blue). For those who haven’t seen this chart before it should be pointed out that all dyno runs were at stock boost levels. Notice the torque curve comparison (dashed lines represent torque) between stock and our turbo conversion. Where the stock 930 didn’t hit peak torque until 4,500rpm, we managed to hit peak torque just before 2,500rpm and nearly carry it all the way to 4,500rpm. This drastically improves drivability, especially on the street. It should also be pointed out that the stock turbo system struggled to even break the 200hp mark before 4,000rpm, which is unacceptable. We were pleased to hit break 200hp almost 2,000rpm faster than the factory. Those who have had the opportunity to drive our test car were blown away by the performance and responsiveness. Many were convinced it was a fully built motor running high boost and couldn't believe it was a simple bolt on package at stock boost levels. This turbo conversion is truly something that must be experienced to completely understand the difference in power delivery. It's a completely different car.

http://img.photobucket.com/albums/v6...boCut-away.jpg

Many of you out there are already at least familiar with the Aerocharger turbo. For those who have never heard of us, Aerocharger, LLC is a family owned, engineer-based operation located in Kansas City where we preceision build every one of our turbos here in-house with the latest cutting edge equipment. We produce the world’s only self-contained variable-vane turbocharger as well as turbo systems for all types of machines including cars, small engines, off-road vehicles, military UAV’s, and even cryogenics (we are not, however, associated with Aerodyne or their products) We build all of our turbochargers specifically to order, ensuring the highest possible quality in our products.

http://img.photobucket.com/albums/v6...9/Manifold.jpg

Included in the conversion:

- 66-Series 224/300 VATN Aerocharger
- Turbine Heatshield w/ Insulator
- Stainless Steel Muffler Section (Ceramic coated & Polished)
- Stainless Steel 934-Inspired Exhaust Manifold
- Stainless Steel Heat Exchanger (heat option only)
- Stainless Steel Muffler Support Bracket
- Stainless Steel Turbo Support Bracket
- Aluminum Turbo Inlet Adapter Pipe & 4-ply Silicone Couplers
- Aluminum Turbo Outlet Adapter Pipe & 4-ply Silicone Couplers
- Billet Intercooler Adapter Bulkhead
- Billet Factory Turbo Oil Line Block-Off Plugs
- Heater Ducting (heat option only)
- OEM Exhaust Manifold Gaskets
- Turbo Gaskets
- Steel-Braided Turbo Signal Line
- Mounting Hardware
- Hose Clamps
- Zip Ties
- Aerocharger Turbo Oil (2)
- Installation Manual

Pricing:

Complete bolt-on package w/ heat: $6,500
Complete bolt-on package w/o heat: $6,200

Forum discount for the first five orders off the forums: $500-off

To order, feel free to call us at 913.541.0200

Questions and comments are always welcome of course.

Links:

In-depth with the Aerocharger Technology

The Aerocharger 930 Center Turbo Conversion

930 development posts on the Aerocharger Blog

There is only one size turbocharger?

Looks like a very well designed package with exciting possibilities. Too bad you can't also offer a standalone turbo only that would be a direct bolt-on replacement in a stock K27 housing configuration.

Our turbocharger physically does not fit in the factory location. We have tried several different exhaust manifold designs, beginning with the stock location and there was simply no way the header would be efficient enough for our standards. The radius of the bends required to get the turbo in the stock location would be very tight, reducing velocity of the exhaust. Creating a lot of turbulence right before the turbine is a situation that should be avoided at all cost. The final version of the turbo system (shown above) is by far the most efficient and responsive configuration.

As for the turbo sizing we do have several other compressor/turbine combinations for the 66-series however the 224/300 is the best match for the 930. However the vanes being adjsutable allows for the optimum turbine size and ideal geometry at any given RPM.

Man that is assume. I wish I had 6000 to get it but it will have to go on my wish list. Can't wait to see when someone bolts one on to a worked motor to see how it is... So who is going to be the first one to give it a try..

A best match doing only 300 hp is not what I personally am looking for tbh.
Now, if you could use that technology to make a high hp flow model (say 70-75 lbs/min) with a spool like a smaller turbocharger...:rolleyes:

Looks like a great package, if you add up decent headers, fresh turbo, wastegate and muffler you're in your costing ballpark, I don't think it sounds expensive.

Maybe do some 0-60, rolling start times and 1/4 mile runs to really show the potential and how 300hp aint 300hp, it's got a power curve you'd see in a GT3!

Good luck with sales, you've certainly put the effort in.

I may have to build a custom y-assembly and try one of these with my headers. Can these turbos be clocked?

Exactly, once the weather warms up a bit more we have plans for several videos to better express the power delivery.

The dyno chart above represents .8 BAR boost levels on each setup. This system is capable of up to 1.25 BAR. With that said the 300hp mark is simply a starting point. Also consider that dyno chart represents a stock intercooler, stock cams, stock ignition, CIS, etc. We did this on purpose, we even specifically did all of our testing on a 4-spd car to take one of the absolute slowest 930's and turn it into a proper sports car with serious power delivery.

Spence88mph is right though. It's not always about making the highest power numbers, it's about the power curve ;)

Looks very interesting. Will headers also be available w/heat?

Very nice work. Very well thought out product.

Yes, this system is available with or without a heat package

In fact here is an example of our header with the heat box installed. We utilize a single, split outlet on the heat box to allow for plenty of access to the oil drain plug on the case.

http://img.photobucket.com/albums/v6...ldwithheat.jpg

Very nice. What type of muffler is that? A Magnaflow can?

I have been saving my pennies for a twin turbo setup but this is looking very promising indeed not enough pennies yet but soon very soon.

We had this muffler made specifically for this application, though we did use a Magnaflow on the prototype. The production mufflers very well mannered during cruising with no drone on the highway. However when you open the taps it has a nice, powerful tone.

We'll be putting together some videos soon. Unfortunately it decided to snow on us again here so that will have to wait a bit longer.

Hmmm, interesting. If and when you get >/= to 400 Hp I'll likely become a customer.

What grade stainless steel are you using for the headers and heatboxes and how is the turbo lubricated?

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.

As for the lubrication it is quite simple and effective. To best explain, lets take a look at this image again:

http://img.photobucket.com/albums/v6...boCut-away.jpg

The green represents the triple ceramic ball bearings. The pink in the reservoir is the high-speed bearing oil and the yellow represents the "wicks". The rotation of the bearings pulls oil through the "wicks" and mists the bearings as they rotate. This allows for the lowest friction possible while warranting the fastest response. This provides a huge advantage over the flooded bearing design found in conventional turbochargers and even the Borg-Warner units found on the 997. This is also a loss oil system so the oil level will gradually reduce over time. Typical service interval requires the end user to top-off the oil about once yearly. The oil reservoir can be filled my simply removing a plug on the face of the compressor housing (see port on top of the compressor inlet in the image above). The third bearing array in the image is for the vane actuator assembly which utilizes a highly durable dry-film lubricant which lasts the life of the turbocharger. This bearing array is also protected by a dual layer heat insulator, which also greatly reduces heat transfer from the turbine housing to the compressor housing.

The headers are low carbon 304 and welded with 308 rod. They are purged from the inside while welding to ensure smooth surfaces for exhaust flow. We also offer the option of a polished ceramic coat finish on the headers as well.

Very cool indeed. Do you have smaller Variable Vane turbo's sized for TT applications?

Of course:

http://img.photobucket.com/albums/v690/ride1099/GT3.jpg

Holy crap.

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

Cheers

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

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?

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.

Interesting placement of air filters.

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

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



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.



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



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:

http://img.photobucket.com/albums/v6...GT3-system.jpg

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.

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.

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

http://img.photobucket.com/albums/v6...029resized.jpg

http://img.photobucket.com/albums/v6...026resized.jpg

http://img.photobucket.com/albums/v6...025resized.jpg

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.

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?

What did you have in mind for race trim?

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
http://img.photobucket.com/albums/v6...9/Manifold.jpg

I think, "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.

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

http://img.photobucket.com/albums/v6...84_resized.jpg

Very tidy!

I'm following your progress with great interest.

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