jmj951 wrote:
Robert, can you please post an update? I would love to hear more about this.
Hello, I will update as soon as I get a chance to get a few images of what I have coming together here.
I'm starting on my manifold very shortly and have the makings of a nice little engine coming together.
jmj951 wrote:
I want to do something very similar with my 951, except that I will use most of the original stock single crossover with a modification to mount a twin-scroll EFR turbo in order to use a quickspool valve that blocks flow to one of the inlets on the twinscroll at lower RPM's, thus making the turbo A/R look half its size when the valve is closed, and spool even faster. The result is not a higher HP level (in fact you lose about 3% of the top end), but a much broader curve allowing boost and HP to build 300-500 RPM's earlier.
I have read about quick spool valves before and there is debate about the benefits of full twin scroll and quick spool. I think it really depends on you application. With a properly packaged twin scroll you can run different cams and all sorts of other small benefits which I like as they sort of improve the efficiency of the over all power unit. Plus there is no doubt that they have a slightly better response I think about 10-15% from what I've seen and especially transient response.
jmj951 wrote:
I have the technical skills to move over to a standalone EMS fairly easily, but I don't have a machine shop or fabrication equipment at my disposal, so I would have to pay out of pocket for a lot of that. If I can find a way to retain the stock intake manifold, I think I could farm out the fabrication for the modified turbo mount, crossover and downpipe.
If your in the UK I'd save yourself the hassle of a standalone install and go for a Augtronic unit. I looked into doing the same and found I could do everything I wanted with the Augtronic and with some prep I installed it and did a road tune with Tom in a day with ease. It has worked perfectly since and Tom provides a good after service with lots of technical support.
jmj951 wrote:
Do you think you could have mounted the 7064 low enough to clear the stock intake manifold (or at least low enough that I could have added spacers to the stock manifold to get the clearance I need)? Can the stock turbo/motor mount component be modified to mount the 7064? I'm thinking maybe even just chop off as much as I need for the new adapter so that the net height after installing an adapter is the same.
To answer a few of your queries:
My car is utilising the stock mount with an adapter fitted.
With this a 5mm spacer with a gasket on both faces gives me enough room below the manifold for the turbo.
The problem you will have mounting the turbo any lower is the size of the hot housing as it won't clear the stock engine mount. I would have to look up the CAD drawing for the adapter to find out the exact total hight. It wouldn't really want to be much if any lower. I probably didn't take enough pictures as I sadly don't have one to explain this so I hope you know your 951 well! I can tell you that things are very tight in there as standard and adding what basically is quite a big turbo particularly the hot side makes it a challenge for this reason I would wonder where you'll fit your quick spool valve.
jmj951 wrote:
I know the stock manifold only flows around 200cfm, but it's not a big deal to me right now because I'll rarely spend much time at high RPM levels. I'll never beat the big-HP motors, I just want really quick spool to get a jump through the tighter sections of the course. Worst case, I will buy the Lindsey intake to clear the turbo if I can't use the stock manifold, then my only remaining airflow restriction will be the intercooler - not sure what that flows, but I've read there is a problem with the inlet.
If you aren't looking to support higher RPMs why not just use a smaller turbo.
My dads GT30 hybrid has the following boost threshold:
2000rpm 0.2bar
2250rpm 0.6bar
2500rpm 0.8bar
2750rpm 1.1bar
This turbo does exactly what you described supplying high torque at lower RPMs and enough power higher up I'm estimate around 320hp. For a zero lag quick response turbo it doesn't get much better IMO.
I think the people to talk to about this would be turbo dynamics if you wanted to do it yourself. Before even starting to do a turbo upgrade you will need a modified intercooler and also a 3" exhaust if you want to get the best out of it. If your looking for torque and relatively low performance then the standard manifold and cam will probably suit fine.
All the best of luck
Robert