According to STS's website, Garrett Industries custom makes the turbos for them. They use a larger turbine.

From this site also:

http://news.hspn.com/articles/713/1/...tte/Page1.html

"Turbo-Systems-Boosts-the-C6-Vette/Page1.html"STS's patented remote-turbo technology replaces the stock mufflers with custom-sized Garrett turbos and TiAL wastegates."

 

Garrett custom makes turbos for anyone that will buy it. By custom, they mean you pick the turbine and the compressor. By having a larger turbine, that does not mean it is meant to be installed under your bumper. I guess the main point I am trying to make is that a properly applied turbo will work better and last longer.

 

you lose 1psi and 100* diferance in air temp from the front to the back, is what my research has proven. I was planning on only running 6LBs of boost, upgrading the injectors to 28LBS, putting a walbrol 255 pump on it, and a fuel pressure regulator, and of course an oil pump to get the oil feed back to the motor. Also in my research the compression ratio is 10.4:1 with 285HP and yes it is a 6 speed. My whole reasoning of the series turbos (acert cat design) is to have one small turbo for the low end and one larger for the high end so I end up with a very balenced power range, one will feed the other. As to what order I go with I.E. small then large or large then small is still undecided.

 

Sorry for trying to help. 285 flywheel HP does not equal 285 rwhp--I thought you had asked what they made at the wheels, but I guess not. I spent quite a bit of time researching the application of turbos as well as my mechanical engineering degree. I would be interested to see the proof that you're going to lose 100 degrees in a piece of pipe from the back to the front of the car. Also I hope you plan to do more than an AFPR to manage the fuel. 10.4:1 compression is not friendly for 6 lbs of boost. You will need to do something with the timing to account for it.

Personally I would do heads and cam on an LT1 to get more than 90 HP before I would put a very limited HP turbo setup on. I understand your goal of a wide powerband, but I believe if you researched a little more you would find that most V8's (especially a stock LT1) do not need such a complicated setup.

 

i was not trying to jump your a** i do appriciate the feed back always. this is just something I want to do to be doing it and would be very easy to do away with if the outcome was not productive. this is NOT my car but a friends that know diddely about cars, he told me he would pay for what ever if we can keep it under 1K I told him we should be able to do so. We will have it tuned in Houston by a well known tuner for these cars and make sure he tunes it safely. He was telling me the other day that his car has lost that pizaz it once had and would like to do something to it to get it back but have a cheap budget I told him I would do all labor for free as I wanted to fab a turbo setup of my design he said he was in so I started researching. I have found an artical (I will get you a link ASAP for it) that supports this info of the 100* loss of air temperature. in the mean time google sts turbo and check that sight out

 

I know where a set of LT-1 heads are that flow near 275CFM for 700 dollars plus a cam with springs and reatainers and new lock would cost 250ish and then a tune on top of that would get closer to 1500 but that puts me out of budget.

Does anyone else agree that 10.4:1 compression is not safe with 6LBS of boost?

 

it does sound a little high. because say it stays at that 10.4:1 compression and your setup works great. do you think that you arent gonna turn the boost dual up just a little bit. i think that a 9:1 setup sounds alot more safe and leaves room for more adjustment. but i think you should be ok with a 10.4:1 as long as you dont get overborad. just be careful.

 

This link from Procharger's website may help.

http://www.procharger.com/tech.shtml

The centrifugal compressor on the procharger is essentially the compressor side of a turbo, just driven by a belt and 4:1 drive assembly. I have a similar table in one of my books on turbos, but can't find it online. Basically it puts you a little under 6 PSI for a non intercooled application. Keep in mind that those pistons are fragile though, so the tune is going to be very important.

You might want to pick up a book by Corky Bell called Maximum Boost and an HP Book called Turbochargers. They both have some very good info and will be helpful in selecting turbos and reading compressor maps. Turbonetics catalog has good information as well.

 

Again this is NOT my car so if he turns his boost up which I am not even going to put a controler on it after thinking about it then it is his problem I will warn him that he does not need to boost anymore till he builds the bottom end. Thanks for the input

 

Thank you sir this is execlent infomation. this is why i was not going to intercool the air along with a few other reasons. I think I will incurage him to purchase an A/F gage for reasons that make a POP sound. I have been reasearching also what cars come factory with what turbos as this is a junk yard project. I have been looking into the T-3, the IHIrhB5 (ford probe), VNT-25 (80's dodge cars) and the T-4 from the deisel trucks but am not sure that will work because of the amount of boost those are putting out , well i guess if I set the waste gate for 6-7 psi then I would still be able to use the larger T-4. If you have any suggestions of which turbos to use this seams to be the area I lack info on just remember it needs to be something I can find in a junk yard

 

http://en.wikipedia.org/wiki/Turbocharger

look close to the bottom in the implementations section

 

If you only want to get 6 PSI out of the setup, I would use two TEO4H turbo's. This turbo came factory on the Chrysler turbo minivans etc. I believe it has a built in wastegate. According to the compressor map, two of these would have plenty of volume to achieve 6 PSI at a little over 5000 RPM. They are really small turbos, so it should spool VERY fast. They are small enough, they may be easy enough to install near or in the engine bay. You can pick them up on Ebay cheap. I have one I'm using as a paper weight.

 

at what RPM would these be at full spool? sounds like a good one to use for half of the build. do you know of an other that would start in around 4000 to 4500 and spool to 6500 or more? This way I can spool from hopefully 2500-6500 this is my goal!

 

A stock LT1 is not going to turn 6500 rpm--if it does, it won't last very long and certainly won't be making any HP. The turbos in question are so small that if you were to route the entire exhaust through one, it would spool immediately and then become a major restriction. It would probably be spooled pretty much immediately applying two of them in parallel. That is the advantage of the twin turbos. You can use a small turbo that spools fast and use two of them to provide the flowrate at higher RPM. To get only 6 PSI you don't need much of a turbo.

 

i always thought about a system like this. I wanna put one on my 03 f150 5.4L but i think its a lil impractical. I have the skills to make it and run it, but idk if it would even be worth the trouble. Only way to find out would be to do it, inless someone already has with the 5.4.