924Board.org

[924guy]

bumbled across this and thought id pass it along..

http://www.ststurbo.com/ rear mount turbo systems.. not for us, but maybe DIY doable for an n/a with a bit of inginuety.. interesting concept anyhow....
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Eric
78 924
82 931 SE "smokey"
99' VehiCross
Y2K Honda Insight
http://www.cardomain.com/id/924Guy
Performance by Pasha

[Lizard]

only issue I see with that, is that it will be VERY laggy
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3 928s,

[My924gtc]

I see another issue...the price tag.

Now if I were to do a V8 conversion with an LT1, 944 LSD, and then add this turbo kit...how fast would my car be?

I'd have to register the VIN with NASA.
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MJ
'81 924 2.0L T
'82 924 2.3L SC/EFI <---online fall '06

Sponsor of the 944 Cup and Super Cup
Sponsor of the "2006 Battle in the Badlands"

[ESC944]

Actually the STS setup isnt that laggy. Now forgive me its late and my spelling will be off...

Most of the systems they sell are designes to be in the 5-6 PSI range, with upgrades letting you increase boost. They USE THE GT series Garrett Turbos. Which are superior to older turbos.

OF course they talk a lot about their setups being better suited for remote installation and that they wouldnt work as well in a traditional mounting. Don't know about all that. Bottom line is if you select the right turbo, you can move your boost to where you want it and when you want it.

I can tell you that My old 76 Chrysler Cordoba was modified by me a decade ago, using a rear mounted turbo. The engine was a 400 Big Block and it screamed when I added the turbo. Of course she moved even without the turbo, but she was a beast after.

You have to think about how a turbo works, it isnt all about heat. Then the volume of the exhaust system and the intake pipe isnt that much. Not what you would think. Fluid dynamics... depending on the size of the engine and the turbo chosen you could easily pull this off.

You can also benefit from the long intake pipe, it will work as a sort of intercooler and disipate heat. Plus you dont have to fabricate a header or worry about the heat being in the engine bay. Now add an intercooler, inline or front mounted and you are talking one very cool charge and could easily get into the 7-8 PSI on a stock engine... but that might be pushing the limits, depending on the age of the 924 in question and miles.

Oil supply can be a bear, but add a 12V pump and run the lines, you could even tap the oil cap, its what I did with the cordoba. Anyway lots of easy ways to pull this off.

In fact given my choice I would use the VNT-25 variable nozzle turbo from the only chrysler models... would yield almost zero lag and good up to the mid teens in boost on the 924 2.0. Also even a hybrid VNT25/T3 or T4. lots of possibilities.

With other choices, just size the exhaust side for quick spool up, and the discharge size to yield enough CFM.

Other than oil supply, you just need to ensure fuel delivery. Extra injectors running full duty cycle at anything over 1 PSI. Later tweek the system, even possibly use a "FMU" or some such.

Low buck solution. I am setting my Infiniti up with a remote mount, using a Mitsubishi Turbo 16G. Should be interesting. What irritates me is I did this in on the cordoba in the early 90s, if I find out that STS came any where near my setup... errr.... if only I had known.

One other thing to consider... air filter for turbo is located near turbo, in a rear/remote mounting, that means it will need some shielding against rain and elements. Shouldnt be to big of a problem, since it is filtred... also you can always setup something like most cars, filter in a box, hose or line going from box to a fresh air source... that would keep it simple and clean.

List of parts you would need:
BLOW OFF VALVE
WASTE GATE
TURBO
OIL LINES and taps
12V OIL PUMP - to ensure adequate and constant flow
--Recommend OIL COOLER
ONE LARGE or TWO SMALLER INJECTORS
FUEL LINE AND TAP for injector(s)
AT 5-6 PSI no INTERCOOLER IS NEEDED, above that...

OTHER THOUGHTS:
931 HEAD
Different PISTONS and rods, crank should be ok, but should think about pistons and rods, if planning large boost numbers.
Low compression (max 9:1) lower is better for high boost. Think 7 or 8 to 1. Of course you could stick with 9:1 and add water or water/alchohol injection.
Colder plugs, one to two steps.
Adjust timing.

If sticking with 5-6 PSI, should be cake to keep everything stock, till the head gasket fails... if its a high mileage engine and an old gasket... under boost, sooner or later it will fail. Maybe just a little leak, maybe a major failure. All depends on condition... Better to replace it when you add the turbo. Not a necessity, but if you run her hard, and who wouldnt after they add power... anyway things to consider. You can wait till it fails or play it safe.

BTW you could do this with carburation as well in a blow thru setup, just need to pressurize the carb(s).

if you want to know more or have questions I can share details about my old setup and the new.