Both are complete kits that come with the turbo itself and a wastegate, wiring harness, air filter, patented oiling system, mounting flanges, and a detailed, full-color installation manual. Relocating the turbo eliminates extreme under-hood temperatures and unclutters the engine compartment so that normal repairs and upgrades can be handled without the hassle of removing the turbo and all the tubing.
It also allows you to retain stock exhaust manifolds, catalytic converters, mid pipes, intake, and throttle body and gets rid of clearance and interference issues with belts, pulleys, and accessories in your engine bay. See complete product details for 4. See complete product details for 6. Earl's Performance Plumbing makes it easier than ever to plumb your turbo oiling system with new flanges, fittings and restrictors for a variety of applications.
Click here to learn more! Read More. STS Turbo overcomes the challenges of traditional installations by mounting the turbos in the rear of the vehicle in place of the stock mufflers on some vehicles. With turbos instead of mufflers, you can retain stock exhaust manifolds, catalytic converters, mid pipes and have a distinctive performance sound that is sure to turn heads.
Relocating the turbos to the rear avoids adding additional heat under your hood and you won't have to worry about clearance or interference issues with belts, pulleys, or accessories. John Brown's Dodge Challenger Scat Pack took an overall victory after fighting off fierce competition at MoParty 's autocross competition. Take a closer look at the well-prepared blue monster! Classic Instruments can help upgrade the gauges in your GM truck so that they have modern accuracy and performance, but keep that beautiful classic look that many love.
Also in Exterior - View All. Also in Fasteners and Hardware - View All. Also in Gaskets - View All. Also in Restoration - View All. Also in Brakes - View All. Also in Ignition - View All. Also in Cooling - View All. Because of the natural variances between production vehicles, Lingenfelter custom-fits elements like the water and oil lines after the turbochargers are installed.
With that in mind, this installation should be seen as representing the common components, connections, vehicle modifications, and other details that are common to all turbo systems.
The caveat is that the system is specific to Lingenfelter Performance Engineering and the Corvette Z In other words, it should be viewed as a general overview of the parts and procedures involved, but by no means a definitive blueprint for all LS-powered vehicles.
It should also be noted that this installation does not show every procedure, but highlights primary procedures and details. The Lingenfelter system is designed for use in cars driven primarily on the street, so it works around existing vehicle systems and components.
There was no sacrificing of air conditioning, power amenities, or anything like that. In a nutshell, it uses a pair of medium-size Garrett water-cooled, oil-lubricated ball-bearing turbos and an air-to-air intercooler. Here are the basics:. Although boost is always tunable, the base system delivers about 10 to 12 pounds of boost to help the 7. The turbo system is designed to mount the turbochargers directly to custom, heavy-duty exhaust manifolds.
In the low-slung Corvette chassis, that still puts them at the bottom of the engine compartment, which helps keep heat farther away from the engine and air-intake system. The medium-size bodies of the turbos make them ideal for easier fitment and quick spool-up.
That involves rebuilding the short-block with a new, forgedsteel crankshaft, forged-steel connecting rods, and lower-compression, 9. The heads also receive high-temperature-resistant Inconel exhaust valves.
This is necessary to prevent warping under the extreme temperatures generated when the system is producing maximum boost. Also note the heat shield attached to the manifold. Turbo systems invariably require custom or modified exhaust systems, so before installation began, the original system was removed and set aside. One of the other pre-installation procedures involves prepping the engine for the oiling requirements of the turbos. That involves swapping the stock oil cooler for an aftermarket model, fitting a scavenge pump to pull returned oil from the low-mounted turbos and adding a feed line seen here to the oil pan that sends the circulated oil back into the pan.
With the hood removed and considerable chassis clearance on the Corvette, it was easy to do from the top of the engine compartment. Other vehicles require careful installation of the manifolds from the bottom of the engine compartment.
Wideband sensors are installed for more precise part-throttle tuning. In this photo, the passenger-side turbo is being installed. Lingenfelter uses many hard lines in the system, including the oil-feed and oil-return lines at the turbo, which require custom fitting to account for the slight variances among vehicles. After the first turbocharger was installed, for example, this line was measured at cut to fit the oil-feed line to it.
The hard oil-feed line wraps under the oil pan and up to a T-junction in an aftermarket oil cooler. The installed oil-feed line is seen routing away from the turbo and along the oil pan rail. Installing the line at this point in the project is necessary, because access to it would be almost impossible after the down tube and other sections of the system are installed.
Because the turbos are mounted low on the engine, gravity is not sufficient for draining to the oil pan, so Lingenfelter designed a small oil tank that collects the return oil from the turbos and, with the help of an electric pump, draws it out and back into the oil pan.
Inserting a junction in the heater hoses does the trick. To make installation easier in the tight confines on the bottom side of the engine compartment, banjo-type fittings are used to connect the coolant system to the turbochargers. Like the oil lines, the water lines to and from the turbos are hard lines. Although a metal gasket was used between the turbochargers and exhaust manifolds, the down pipes are mated to the turbos with Permatex Ultra Copper high-temperature silicone gasket maker.
It is spread liberally on the mounting flange. With the copper gasket maker on the flange, one of the down tubes is cinched down against the turbocharger.
Note how both down tubes are further supported by mounting tabs that attach to the transmission bell housing. The custom oil-scavenge tank also mounts to the bell housing. The hard lines feeding the tank carry gravityfed oil from the turbochargers, while the large flexible hose draws out the oil with vacuum pressure from a pump mounted at the front of the engine. The oil is then reintroduced to the engine oil circuit.
From under the Corvette you can see the basic installation and orientation of the twinturbo setup, prior to the fitting of the air-intake and air-discharge tubes. Look closely and note the careful routing of the hard lines for the oil and water systems, as well as the unique oil-scavenge tank. Filter-capped intakes are mounted in the front corners of the front fascia.
A Y-pipe connects both outlets of the exchanger and feeds the air charge straight into the throttle body. Like other aspects of the installation, the Y-pipe is custom-fitted to each vehicle. After that, the heat exchanger and intake tube are painted black. When the intake tubes are routed and securely attached, the project moves into the final stages, with buttoning up a myriad of details, including installing the mass air sensor seen here , reconnecting the fuel system, and performing a number of wiring duties.
The final major task in the installation involves re-installing the exhaust system. As is the case with most turbo installations, a modified exhaust system is required. In the case of this Zbased project, it also required reimaging the converter system, because the close-coupled, highmounted catalytic converters on the stock exhaust system were eliminated.
The rest of the exhaust system was modified in order to keep the mufflers in the stock location. Fuel-system upgrades are necessary for an engine producing about more horsepower than stock. It now is used to actuate a fuel-pressure regulator mounted at the rear of the vehicle, near the fuel tank.
Lingenfelter uses flexible silicone hoses for the airintake tubes and the discharge tubes that feed the boosted air charge to the intercooler. The minor, yet important, vehicle-to-vehicle variances between otherwise-identical vehicle models typically requires fabrication work that is not easily accomplished in a home garage.
Keep that in mind and its implication on labor costs at the installation shop as you consider such a modification. That meant the system had to work around existing vehicle systems and components. Wesley turned to Stenod Performance to design, fabricate, and install a custom system. It uses a pair of Garrett ballbearing turbos and an air-to-air intercooler.
Initially, because the turbochargers were blowing into a stock LS2 engine, boost was kept to a detonation-avoiding 5 pounds. Soon, Wesley returned to the Stenod shop for a power boost. The engine was removed and rebuilt with the requisite forged internals and lower-compression pistons, as the wick would be turned up on the turbos to deliver approximately 10 to 12 pounds of boost. The original Garrett turbochargers were retained, but the wastegate actuators were swapped to allow the greater boost a boost controller was not used.
On a completely custom build, every inlet, discharge, and intake tube requires fabrication. If you are seeking to have a custom turbo system made for your car should do so only through a shop with similar experience. A custom turbo system was designed, built, and installed by Stenod Performance.
Fortunately, there was enough room under the hood and around the chassis to facilitate the installation with minimal impact on the surrounding factory components. As is the case with almost all intercooled forced-induction systems, the project began with the removal of the front fascia, grille, and headlamp components to enable mounting of the intercooler heat exchanger and related plumbing.
The turbo system includes a pair of Garrett GT28R watercooled, ball-bearing turbochargers. Seen here is one of the turbochargers mounted to an exhaust extension that bridges between the turbo and exhaust manifold. Because of this arrangement, the turbocharger is located at the bottom of the engine compartment, in the approximate area of the original catalytic converter.
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