500hp

[nissanfanatic]

Its tried and true.. There is one STS car in pretty much every diverse group of serious automotive enthusiasts across the country. It works, get over it.

I know you like to think, but you can't think about reasons to disprove something that clearly works.

Ala, you can't agree with, nor can you argue with a fact.

[Chezedik]

Perhaps, and to each his own. I guess if I don't like the idea, I don't have to have it on my car (and I don't).

[Suicide.Veteran]

well, time for you guys to start designing an aftermarket ka block. galleys and all. DO IT! Make it out of adamatium like wolverine from the x-men so it can handle a bajillion HP!

anyways, I guess congratulations? You make me proud to own a KA-T!

[elpiar]

Its tried and true.. There is one STS car in pretty much every diverse group of serious automotive enthusiasts across the country. It works, get over it.

I know you like to think, but you can't think about reasons to disprove something that clearly works.

Ala, you can't agree with, nor can you argue with a fact.

Works does not equal works efficiently. I won't get over it.

[Chris@AMS]

Rising rate FPR's 'work'.

[nissanfanatic]

I bet it works a hell of a lot more efficient than some of the setups I see on here..

You guys will dog on this and then go get some log manifold or 1" primary tubular manifold with a T3 or better yet...T2x...

http://www.capa.com.au/turbo_ls1.htm485whp 553ft/lbs

http://www.ls1tech.com/forums/...pp=20Through an auto.

I'd say the STS kit is pretty decent.. Its a no duh that building your own kit toward what you want will always prevail. But STS is a very good solution to someone who wants a kit. It makes power and doesn't lag.

Don't talk to me about efficiency...

[WDRacing]

I did ALOT of reaserch on remote mount turbo's awhile back. They work just fine. The turbo does NOT run dry because its not spinning...duh. The length of travel IS a cooler. We have used that theory since Sikorsky started building helo's in the 50's. Length of travel will always cool any given fluid. The intercooler pipe acts as a heat sink, again length of travel. There will be more lag and it IS less efficient then a direct manifold application. But its mostly for V8's that actually produce gobs of exhaust flow and have bottom end torque to start with. Lag is simply the choice in turbo housings and trims.

It doesn't matter who builds it, it DOES work. With a LS1 modded with a cam only and 8 lbs of boost my buddies GTO is extremely fun to drive. The fact that I could make a completely reliable turbo kit for under $1000 is enough to sway alot of people. A T25 would work on a 240SX for a low boost setup.

WD

[Edub1]

The main concern I would have is that the turbo is just going to be bombarded with dirt and road grime.

Other than that, if you don't like the idea of hacking into a new $50,000 Corvette it's not a bad idea.

[C-Kwik]

^Hey buddy... Florida drivers are all professional drivers compared to VA drivers..

Insurance companies probably just charge more for young drivers because they know we will go without most necessary supplies to have the ability to drive. We have to make it to class/work. If you are married, well your significant other can usually drop you off at work. Its easier to have one vehicle. Single, 21, chances are you have places to be that are important..

Speed doesn't cause wrecks. Speed is a force multiplier. Errors in judgment cause wrecks..

And insurance companies make their billions by the fact that insurance is required by law. Its kinda like tax, which is how the government also makes their billions.

For the most part, insurance rates are affected most by statistics. Using the rule of large numbers, any group of people will have a certain amount of accidents in a given period of time. All the things they consider in determining your rates is the same they looked at to determine how much risk there is.

That being said, a well managed insurance company will make about 2 cents on every premium dollar. The rest goes into the everyday operations, expenses and claims costs. Compared to many other businesses, they have a very small profit margin. They work in large scale profits as they really have to. Smaller companies can easily go insolvent from a large catastrophe. Hell, even some larger ones have nearly gone bankrupt due to earthquakes and storms. Most insurance companies make less than 2 cents for every premium dollar and in fact, many run in the red. The only thing that keeps them afloat is the fact that they invest unused premiums to recoupe some of the money.

I know few married couples who can drop each other off at work and such. Married couples tend to get lower rates when records are decent as they statistically drive safer. Kids might be a factor in that being the reality.

The law makes you pay for liability insurance simply for the fact that too many of as drivers would not insure ourselves otherwise. Considering how many uninsureds there are even with laws in place, it would be a nightmare to drive. It could turn a responsible human being into a criminal (I've handled hundreds of hit & run accident cases and of the relatively few I've been able to locate the hit & run vehicle on, they were usually uninsured). Few people would have the means to be paying for accidents that they cause. And this is especially the case with current uninsureds as their lack of responsibilty shows more in their driving habits as well.

Lastly, the law doesn't exactly force you to have insurance. You always have the choice not to drive.

Sorry for dragging this a bit off topic here, but I don't care to see incorrect assumptions go unquestioned.

[Chezedik]

BTW WD, a turbo that is not making boost is still spinning.

[C-Kwik]

Don't talk to me about efficiency...

Not trying to pick on you man. Seriously.

But why not talk about efficiency? It's one of the most important aspects of making a good turbo system. Every turbo system has compromises. A large, very efficient, high HP turbo system compromises boost threshold. Small turbos lower the boost threshold, but can be less efficient, particularly at higher RPM's where 'high performance' demands are highest. While I have my opinions about remote mounted turbos, they do work and can achieve better than NA results, but do have their own compromises. For our readers to have a better grasp on this type of system and make better choices for themselves, it woud be important for them to be educated about all of the factors in each type of system.

[WDRacing]

But the bushings are under no load, the cams in the head would be much more prone to wear, but they don't because of the film left behind. The oil will reach the turbo in 2 seconds tops. At low idle at the back of the car...it might be spinning SLOWLY. Its a non issue.

I was big hater at first to Cheze. I publicly bashed the entire idea. Then I ate those words with a handful of salt.

The hardest part to a remote system is using a quality return oil pump.

WD

[TheOne]

The hardest part to a remote system is using a quality return oil pump.

WD

couldn't the pump that they use, be used as return for a regular ka-t setup?(kinda like what either you or someone else was tryin to do, cept the pump used in that case blew the turbo cause it was too fast)

[Chezedik]

Actually, I thought about it, and I would wonder if it would be oil pressure or the first exhaust pulse that would hit the turbo? In any event there probably is a film, if only a slight one, which would allow for the slow rate it would be turning for the half second until it got oil. I guess it works, it just seems like there are better ways.

[nissanfanatic]

Not trying to pick on you man. Seriously.

But why not talk about efficiency? It's one of the most important aspects of making a good turbo system. Every turbo system has compromises. A large, very efficient, high HP turbo system compromises boost threshold. Small turbos lower the boost threshold, but can be less efficient, particularly at higher RPM's where 'high performance' demands are highest. While I have my opinions about remote mounted turbos, they do work and can achieve better than NA results, but do have their own compromises. For our readers to have a better grasp on this type of system and make better choices for themselves, it woud be important for them to be educated about all of the factors in each type of system.

I only said that because by my setup, its pretty clear that I already understand efficiency..

As with WD, I used to bash the idea as well, but it works just fine.. I have done plenty of reading on turbochargers and understand the pretty easy to grasp concepts of heat, sound and exhaust flow powering the turbine.. Either way, this setup works and for the most part, nobody in here has much room to bash on this setup..

I've been in this argument several times and its the same stupid basic no heat argument each time. "oh there isn't any heat left in the exhaust system to power the turbine.. it runs on da heat!!!11" but then they turn around and say there is no charge cooling.. So yea...quit bashing until you show dyno proof that it doesn't work..

[WDRacing]

The method of scaveging oil from the remote turbo could also be used for a conventional turbo as well. My design worked poorly do to pump placement and the type of pump. I have since researched and located a quality unit by Mocal used for differential fluid cooling. I used a cheap pump the first go around and paid the price for it.

The best method is however, a direct drain to the oil pan. The hose must remain as straight as possible and the fitting should be as high as possible on the oil pan itself.

The thread certainly has a few different topics...lol.

[Edub1]

The method of scaveging oil from the remote turbo could also be used for a conventional turbo as well. My design worked poorly do to pump placement and the type of pump. I have since researched and located a quality unit by Mocal used for differential fluid cooling. I used a cheap pump the first go around and paid the price for it.

The best method is however, a direct drain to the oil pan. The hose must remain as straight as possible and the fitting should be as high as possible on the oil pan itself.

The thread certainly has a few different topics...lol.

The oil return system could potentially be problematic in the long run. Unless there is some type of recirculation there is the problem of matching the pump to the incoming oil and ensuring it would never run dry and never back up. I wounder how prone this system is to failure in the long term.

[WDRacing]

There's enough oil flow for it to never actually "run dry". They've had them working for years now...I'm sure if there was an issue we would have heard about it. Or I would atleast, I follow quite a few car forums and related topics.

But you are right in one circumstance, any added parts that can fail will eventually fail. Early warning caution lights and pump failure lights would be somthing to look into.

The simpler a system can be the better. That will almost always be the case. In this case, it simply can't be helped.

I would definitly like to install a T25 on a 240SX remotely. Just to compare lag and power per PSI. That would allow the use of a good header. There would be no back pressure with a properly placed 50MM WG.

When I get to Tx I'm building one just cause.

WD

[Chezedik]

Why T25, should be at least a GT2871r .

[WDRacing]

Well it wouldn't be a serious attempt at power, so a nice used T25 for $100 will do me just fine. I think it may actually be a fun daily driver.

If all went well, I might even market a bolton kit. Whynot, everyone else sells insanity...might as well grab a piece.

B

[Chezedik]

I think a straight T3 would be cheaper.

[NateDogg]

Ivan,

Can you elaborate on the amount of machining that you would recommend for 500whp?

Also, do you see a requirement for coatings or cryotreating?