Front view, big ATL cell, oil tank on left, NASCAR breather for tank is the round aluminum looking "can", big filter beside it to protect front oil cooler, battery relocated to front passenger side (downsized to Mazda Miata size) by the fuel cell, all oil lines are -16AN in the front.
Bottom view of MODE headers, these have 4 racing seasons on them, no issues.
Closest AN line is for turbo tank vent/overflow, next AN line is oil return from turbo scavenge pump, transmission AN line for oil cooler is also visible further back as is the -20AN oil in line to the oil pump.
We had to build a vacuum/boost log to attach all the sensors and wastegate, it is an aluminum tube with a bunch of threaded holes in it for the various sensors and stuff and it is just bolted to the intake manifold.
Wastegates are all Porsche, this one is 1bar, you can see Brian's turbo and the MODE headers, turbo oil can, and wastegate exhaust pipe, looking forward to see how much faster Brian's turbo spools up.
The aluminum flywheel was carved from a billet piece, Timeserts to mount pressure plate, and replaceable wearplate ground from steel very similar to brake disc & steel flywheel material, it is really light!
Yes, it is street legal, even has a new stereo (and a Motorola race car radio). The box with the red button beside the stereo is a standard Ford G-switch, in the event of an accident it shuts off the fuel pump in the tank and the Bosch pump at the back of the car. It is a standard safety item for Trans-Am cars, Irv Hoerr sells them, it is cheap and they work. Every car I have built has one, fuel fires are not forgiving.
Here is some hard data, modified 36mm intake port versus stock 41mm Carrerra intake port and stock 32mm turbo port (shape matters) and the exhaust port.
I have the stock 3.3 turbo exhaust for reference, my modified 3.0 port, the Carrerra exhaust port, and I modeled a "W" port on the flow bench (used the head porter's most important tool, Playdoh) in an effort to get more flow at the higher lifts, it worked but the fabrication effort (TIG welding inside the port) is huge so I just stuck with my normal port shape design. All the flow was done dry although I did wet flow the final design for the intake port, it was very nice because the smaller 36mm port had nice velocity numbers.
The improvement both the intake and exhaust ports came primarily by reshaping the short side radius.
Best,
Steve
Dr. Stephen J. Hummel, P. Eng.