that really isnt even that bad. i mean that a turbo a front mount and injectors and your pretty much set for 550 whp with a total cost of 5-6k. id pay that for sure

 

http://www.youtube.com/watch?v=wR4s8...eature=related

 

yeah that is KTR's old single turbo s4. they were running into a lot of issues with their setup and decided to scrap the project. made good numbers, but the car was breaking axels and driveshafts like it was its job.

 

so what are you doing to solve that problem then? halfshafts are a big deal since if one breaks you cant drive it without blowing a diff

 

Well, I have AAA and if they do break, I'll have custom shafts and axels worked up.

But I don't think they will go. Mike Hood puts down similar power to what I plan to have and he runs his car hard without any trouble. Granted his car is several hundred pounds lighter, I think I'll be alright.

 

how much power do you think can be put down without having to change anything in the short block.

 

EPL had issues around 500whp/550wtq IIRC. Shouldn't be an issue for me, as I have new Pauter rods, piston rings, rod bearings and main bearings, as well as the entire assembly was rebalanced for the lighter rods.

 

1. What clutch are you going to use? Clutchmasters?

2. You said your designing the manifolds for a twinscroll, is the reasoning behind that just to minimize lag on the 2.7l ?

3. Where in the engine bay are you planning to put the turbo?

4. Are you keeping the MAF or switching to an MAP? How much if any stuff in the engine bay do you have to move around?

I really like the powdercoating too its a nice touch. I want to see it up and running do you have a goal for when you want to have it all together with a premininary tune? I think the work to the top and bottom ends is pretty much necessary if you want to use the compressor to its full potential. Sorry for all the questions I just really like the idea

 

I am going to continue using my VAST stage 3 clutch. If that doesn't hold up I'll switch to a twin-disc setup.

Yes, the twin-scroll design it improve the lag with such a large turbo and the smaller displacement motor. It also leaves room for larger turbo, which typically run twin-scroll setups.

The turbo will sit where the airbox currently sits. Space will be tight, so I will be running an 45 degree coupler off of the compressor inlet to attach my MAF/intake. That is until I find a decent standalone setup, which I will run a mafless file.

Aside from loosing the airbox/intake area there isn't much moving. There is only one pipe leading off of the throttle body, and only one diverter valve. On top of that, I swapped out my MAP sensor for one that works more accurately for applications over 22.5 psi.

The goal is for 650whp on pump gas, with an extra ecu for c16/race applications. The top end work should allow for that extra powerband room. And the bottom end should allow for me to not fubar my block.

 

why would you say that? no not right at all. why would it make sense to make a v-6 a single turbo over a in-line 6 single turbo?
it has just been proven time and time again that one, rather large single turbo is better for highest possible horse power.

so how is making it all fit working out? i really want to know what exactly your going to do... if that information is available to the public that is.