Twin Turbo???

[MoreGAS]

Blown's skeptcism is warranted as is Wayne's. Those Bursch headers, which are poor for a normally aspirated motor's performance will last about 10 hrs on a Tbo eng with its added exhaust temp say runnig in the 1600 F when tuned correctly by somone with experience and instrumentation a moderate boost-1.1 BAR or less. Those and most other cheap headers are mild steel and don't last all that long from the rigors of track use on an NA motor with vibrating -supported megaphones before cracking! 930 OEM exhaust is Stainless and not whimpy thin wall thickness. Whatever you attempt to get and modify better be stainless also, and the required skill to fabricate and Tig weld properly better be avail as well so oyu are not remaking the same parts in a few weeks.
One can use SSI's and go from there to 2 tbo's. We have done this with a single tbo eng for the street making a custom 2-1 pipe for the tbo.

Other issues- plumbing all fuel and oil lines (feed and scavenge)custom, hose clamps aren't going to fly. Making a proper intercooler or one could use 2 stk 930 units somehow, they are avail cheaply.
Wiring up the custom wire harness- a place where most installations GO BAD. Configuring how to trigger everything and what sensors to use to accomplish this is no small task. Any system is only as good as its installation.

The manifold form a 3.2 is a good choice-loads of custom fab to get the air into it. We just made 508 HP at the wheels w-425 ft/lb tqe on a single 3.6 L tbo with this arrangement at .9 BAR boost. I have heard others say the 3.2 MANIFOLD hurts HP above 500, well that is obviously not the case as we are making a good 575 at nominal boost. This is not a CIS eng.

You'll need a ton of perfect cond engine parts to begin with as any weak link will become eveident in a hurry. Need better cams, rebuilt heads, good head studs, rebuilt rods, twin plugging plus the ign. components, some arrangement to help seal up the head to cylinder interface(we do some custom stuff that runs from 400- 650 for the machining), oiling mod's to eng for insurance-350.00, a quality management system with some decent software and engineering behind it that -no disrespect to Bruce Bowling the Megasquirt founder. I'm sure he wouldn't think of putting tbos to his system. I do not believe this can be done in any quality manner (that would stay together)for less than 20K in parts.

Others' suggestion to get a stk 3.3 tbo motor is a good one and go from there. P/Cs good, case, crank, scavenge system good, oil pump good, plumbing good, stk exhaust not too bad.....(Especially if you have a 2.7 as that is a NONstarter) You can do a bunch a fabricating and fit twin tbos, but you still are only going to get 400-420 Hp safely with that CIS fuel system as it can support no more without a suppplemental system added. You can make that power without twin tbos and no tterrible lag either.

Now what gbx can take it, what clutch will hold, what brakes will stop it, and whammo you have a 150K car. But a KIller ONE!!!! Not some Cup car baloney sandwinch. Start the flames. I do love those Cup cars though!!

Happy bench building,
Kevin Roush
GAS Motorpsort
Performance Porsche
Upland Ca
909 985 2909

[beepbeep]

Originally posted by MoreGAS
930 OEM exhaust is Stainless and not whimpy thin wall thickness.

Hmm...is it really? I took my 930 heat-exchangers off couple of times and they sure as hell looked like ordinary 911-exchangers, except for somewhat thicker flange going to the heads. Definately no SS-feel to them they were sprayed with some headers-pain though...but i'm almost certain they were not made in stainless steel. Can someone enlighten me?

a quality management system with some decent software and engineering behind it that -no disrespect to Bruce Bowling the Megasquirt founder. I'm sure he wouldn't think of putting tbos to his system. I do not believe this can be done in any quality manner (that would stay together)for less than 20K in parts

I beg to differ. It's like saying that OEM Dell computer will calculate bad numbers compared to it's No-Name counterpart. Megasquirt is MAP-based and it actually doesn't care if engine is turbocharged or not. It just checks the tables and holds injectors open for pre-determined amount of time. Granted, it doesn't have knock-sensor (most of aftermarket don't either...it's pretty hard to use in noisy 911 engine) and it's just a fuel injection computer...but i don't see any problems with it being used on turbocharged car, besides fact that you need to know how to program computers...which most shop-owners don't. Actually, i have two friends running them in turbocharged cars and it performs perfectly.

[dean]

All SC and Carrera heat exchangers are SS. Crappy, low grade SS. They are the same ones used on the turbos