The way I've always understood it is that turbos work better with high RPM applications and superchargers work better with lower RPM applications. The TBSS, preferring low RPMs, goes well with a supercharger. Of course, turbo diesels are the exception, so who knows...

 

Whoever told you that need not ever offer advice on that matter again. Not tryin to be a dick but it doesnt even remotely make sense.

 

Maserratti had a twin turbo for years, one was for low end and the other was high end, Not sure how they did it......But I think a TWIN turbo for under 4K is kinda hard to do.

 

I dont think there is such a thing as a budget custom turbo install.

In the end it will cost you double what you planned.

 

That's with most kits and companies. But I'm in the business of making things direct and straightforward. I don't believe in selling someone something with a GOTCHA low price and an Oh by the way...you'll need to get XYZ.:cheers1:

 

Do you make a catted y-pipe yet?

 

Nope...haven't had enough interest in looking into it.:dunno:

 

Turbos, like anything, can be 'tuned' or designed for hi or lo rpm applications.

Please...don't make this another SC v Turbo thread. I'm not looking for a flame war.

Granted, no turbo comes close to the INSTANT boost of a s/c motor. But beyond that...what else is there? I'm sure there will be diehard SC fans, but having owned and driven turbo diesel big rigs for and having owned several sc'd cars (Ford Supercoupes and Vortech'd '04 GTO) and more significantly, installed/worked on them...I'm not the biggest fan. Repeat...I, the thread starter, am not the biggest fan of s/c's.

For one...extra metallic mass on top of a motor means A) significant weight on the nose B) more heat retention (heat rises, folks). Second, by being mechanically off of the engine it A) drags on my engine, making more work for it, making more heat B) strains the crank and related snout. Third, you can't "tune" an SC short of a pulley and new cam...and a pully doesn't count because the HP/TQ curve doesn't change per se, but tends to simply swell. I like flexibility. With a turbo kit you have countless options to 'tune' the engine including swapping out turbos, changing intakes, or just bleeding boost.

 

Turbos can be sized for lowend applications while still providing good topend performance. I ran a incon twin system on a 93 cobra that made full boost (10psi) by 1800 rpms and still support big hp numbers. In stock trim this set up made 440/512.

 

You guys are quick, 4 post before I could hit enter.

 

Thats my kind of turbo system.

 

Well ok then. :rofl:

As per Silver's request, I won't go into the s/c vs. turbo debate.

 

Ha no dont get me wrong they both have their advantages IMO. Not trying to get into a debate on what is better. But as far as turbos being better for high RPM applications and vice versa for SCs is really just bad information.

 

Well all I know is that high HP high RPM engines normally have turbos on them, so it made sense to me at the time. Then again, I've never had the means to go F/I so have never done much research into it. :dunno:

With that, let's not derail the thread any more.

I would really like to see a turbo setup on the TBSS. I think it would be moderately straight-forward.

 

I understand what you are wanting to know Jesse. I think the only way to know for sure is to price everything out, put one kit together and see how well it works. Once you get one kit made then you can put more kits together for sale. You should be able to put a decent kit together for 4k. Unless your markup is really high.

 

opcom:

 

Will you include a fuel solution or is this forced air only?

I would say figure out the 'small' things first...then work out a price list..and then add your markup/engineering and go from there.

$4000 is a steal.

Are you considering a remote setup or in-bay setup?

 

IMO 4k is a little out of reach. Actually way out of reach. Especially dependent on material and FWIW I woulnt put anything less than a 304 SS kit on mine.

 

It can totally be done if you're fabricating your own kit, and put your own elbow grease/time into looking for the best deal. Just make sure to buy new units, and not used ones, as they usually look great, but tend to need a rebuild anyways. I would suggest going with a single setup, as you'd only have to pay for one turbo, there would be only one intake side running back up to the intercooler(saving room), and you wouldn't have to worry about making the wastegate settings on "each" turbo the same...I've gone both routes, DIY TT setup, and DIY single setup. Twin looks more "aggressive", but if you do a remote kit, it won't matter...Each kit I built/pieced together were well under $4000, each. The single was probably 600-700 bucks cheaper, since there was only 1 turbo, and 1 WG. Finally, a correctly sized turbo per motor should make WAY more power under the curve than any centrifugal or roots/screw style S/C at the same boost level, without putting "direct" stress on the motor.

BTW, my DIY single setup @ 10 psi made over 500hp/600tq(according to guy I sold car/turbo setup to) and my twin setup made 492 rwhp/560 rwtq @ 9-10 psi.

Just my $.02

 

Its going to be dang near impossible to build/sell a twin turbo setup for under $4k, and actually turn a profit. That's two turbos (decent ones, not made in China), two wastegates, two surge valves, all associated hot pipes with flanges, cold pipes, intercooler, brackets, silicone couplers, injectors, pcv setup, air filter(s), oil lines (evac pump too if you don't get the turbos above the oil pan)...+a little profit. Hey, I'd love to see it done, but its a tall order, at best.

 

Hmm an exhaust mounted single turbo would be interesting indeed...

 

Subscribed, interested in seeing how this turns out. Would prefer a s/c but turbos are cool too... :cheers1:

 

Id love to see a turbo set up! a twin setup sounds damn right mean, but maybe a little much for most. definitely keep us posted on build......(LOTS OF PICTURES!!!)

 

what do you guys mean, when you say a turbo is for higher RPMs. my GN is out of RPms at 6200 - 6500. from a little v6. & is capable of running mid to low 11s. :biggrin2: our SS still has 2000rpms more for the turbo to push at the top end. :dunno: I still think about putting on my old TE60 on the SS, change the actuater spring to 10lbs & add a meth kit like on my GN. my mechanic could install it as an sts kit. and fab the oil line. that wouldn't run me nowhere close to 4g.... unless the tune was off & it made 25lbs of boost instead of 10lbs max. oh, that would be UGLY....:argue2:

 

hey moderators, how come I keep loosing my avtar pic of my GN & SS together? :dunno:

 

Wow...lots of feedback.:coolthumb: Thanks for not getting into the which is better debate. :cheers1:

The kit will be 304 Stainless. Period. Unless I get some ridiculous discount on aluminum tubing. I don't want the longterm unseen corrosion from inside damaging the turbo engine.

Off the bat, I'm thinking KB Boost A Pump and, obviously, injectors to address the fuel solution.

Regarding turbo quality standard. I will offer plain and simple, the most reliable AND affordable new OR reman'd turbo units. I don't believe in doing work twice, so if I'm not confident enough to put it on my truck and not have a second thought about how I drive it and for how many miles I'll put on it (currently 36k in just over 2 years) it's not good enough for the kit. As it's a twin turbo application, each turbo will be under very little strain and providing little boost. If a customer wants to add their own custom this or that turbo, a standard turbo delete credit will be applied and the customer can go ala cart on their own! Obviously nullifying any warranties and liabilities beyond craftsmanship of our kit.

The kit is intended to be underhood...using factory exhaust manifolds....hence saving the biggest expenses....R&D and casting for new manifolds. If arrangements can be done to use other LSX turbo manifolds, then we will do so. But remember...this is intended to be a simple kit, that has little if no post purchase expenses (outside of labor). Custom headers means more money in labor removing factory manifolds. And God forbid you decide to sell your TBSS (or you know...maybe to take a visit to the dealer for some warranty work. :dunno, the kit is intended to be designed to make a 'back to factory' swap job relatively easy.

I prefer twin turbo because, I believe, its a more balanced system from the standpoint of (A) a V configuration motor. Each bank of cylinders will have an 'relatively' even load of backpressure upon then. (B) Twins maintain adequately even pressure to the turbos for a more predictable and balanced pressure on the induction side. (C) Think of it as overkill design. Two turbos make any custom/upgrading tuning and HP goal easier because the turbos are not working hard in the basic configuration. Tuning for the Dr. Jekyl Mr. Hyde tendencies of a single turbo feeding 2 banks of cylinders is quite the sadistic art I'm not willing to study. The fact that these 3 points make the system easier and faster to create and bring to market is a welcome bonus! :cheers1:

Plus I think it would just be "_____" (tits/cat's meow/hot/da bomb) to put those two brake cooling ducts to good use with twin intercoolers lurking behind them! :idhitit: BUT I'm ahead of myself as we'll have to look into the whole which design is best intercooler scenario.

 

Plus it'll give me personal incentive to get that daggum gauge pod done and include with the kit.

For those without e-fans, the price will have to jump a bit as I just realized we'll have to kick that clutch fan to the trash.

 

Turbo on stock exhaust manifolds. Interesting.

 

That's an understatement!! lol