Porsche Enthusiasts Club Forum

while stripping this car of scho's i have studied the turbo setup ang come to the conclusion of......

what a stupidly silly idea the whole setup is....

turbo's work better the closer to the head they are. no wonder 944T's are notoriously laggy, the pressure to spool the turbo is almost shot at the distance it has to travel. i would love to play with the idea and make a conversion to bring the turbo to the same side of the head. even using a smaller turbo housing it will spool quicker and stronger than conventional.

dont worry scho i'm not doing it to yours. lol

You have to remember that this is old Tec'. Thats why they get modded so much. It's easy to improve them. 230/250 HP isn't much from a 2.5 litre turbo is it? Your mitsu is generations newer.

a lot of 3kgt/gto owners are doing big single conversions, the impreza has miles to travel before the gases hit the turbo i'm just thinking the turbo could be closer i have only driven scho's car into the garage but from what i have heard these suffer serious lag and this is surely the main cause.

there is a lad that rents half the garage who specialises in evo's and he makes custom built exhausts and manifolds out of stainless i'm sure he would be happy with the challenge.

There is very little room to get a decent sized turbo between the head and the side of the engine bay (though it has been done further forward with removal of the popups and/or the washer bottle tank). Porsche specifically moved the turbo to the intake side with the 944T because there were lots of early turbo failures on the 924 due to heat build up.

Nice to see someone thinking outside the box though If your colleague could produce a top quality 3" stainless exhaust system that bolts straight on to the Turbo and would easily meet trackday noise limits he could find himself in demand.

oi! stop dissing my car

can your friend do inlet / exhaust manifolds? Stock ones aren't good.

he cant weld alu he works with stainless unless he could make a stainless inlet? the turbo inlets are spot on btw. all pipes are equal length for flow and balance

lol scho if i was i would its just the design they made for the snail

he would make a full performance system with a stock looking tail pipe for around 500 quid in stainless. and its one thing i will praise him for. he is excellent and making exhausts useless at anything els

[quote="colt45_gto"]he cant weld alu he works with stainless unless he could make a stainless inlet?
[quote]

is that whats going on here?

nice that. is that a race stylee mani or what? he could make one of those with he's eyes closed i bet.

I might be talking to him when I get the supercharger project under way. The S2 inlet is massive & wants to live where the blower is. I was going to cut the inlet up & get it cut & shut. We have loads of hi tech places locally, minister engines are a 10 minute walk from here, but a better bet may be a buffer manifold in stainless. Screws up the charge cooling but a bigger intercooler would sort that

Somthing like this
And this

Already have a stainless exhaust. Was dreaming of the manifolds to go with it. Then one day with a lottery win & a tuned big valve head, maybe a super charger..........

Yup unfortunately Lindsay don't do that manifold for the S2 head....

Firstly, it's not pressure that spins the turbo, it's energy in heat and pressure/flow volume combined. Now I appreciate the crossover pipe can cause heat loss, but that's why it should be lagged and/or thermal coated. There will be negligible pressure/flow volume loss - where is it going to go other than through the turbo?

I also agree that volume creates a damping effect in response, but I really don't see how a small turbo tucked down the hot side of the engine with all the heat rejection issues that would bring would help the overall end result.

In terms of inlet manifolds the Lindsey "torque reducer" is best avoided IMO. The only UK car I know with it might make a headline 400bhp on a good day, but it makes significantly less torque than more standard cars producing under 350bhp and that isn't a sacrifice I'd be willing to make. The inlet to have is the Milledge one, but it costs $$$. What does this tell you (well, me anyway)? Someone who can weld is unlikely to make a useful improvement at the first attempt making a manifold for a 944T after seeing one fore the first time.

On the exhaust manifold side I am yet to be convinced the Porsche one is not good. In fact I have always understood the oppostire is true, which would tend to be backed up by the lack of aftermarket options available.

In fact I'd love to know where the idea that the stock intake and/or exhaust manifolds aren't good comes from as frankly it's nonsense IMO.

Lag in the Turbo can be 90% eliminated by fitting a decent wastegate (slag the OE design all you like as it really IS pitiful) and a less restrictive exhaust system down stream of the turbo, ideally adding a decent electronic boost controller. Even a wastegate and cat-bypass work wonders.

Top marks to trying if it gets that far though.

for the s2 or turbo he would need the car to make the manifold/exhaust on. like i say these are custom made systems. he usually uses a car to fabricate the exhaust onto from scratch so it fits directly onto the car its made for without hassle or stress.

if there is enough call for these a template of the manifold or a manifold gasket would be needed to get the plate/s cut prior to fabrication. all joints are flange 2 bolt joints so no exhaust claps are needed. he will make any bore from 2"-3.5"

fen.....no! ...
i could light a fire under a turbo and it wouldn't spin. the turbo runs off how fast the exhausted gases flow through the impellar. ie:- most turbo's won't spool below 1500 rpm and the more the throttle is opened and the more gasses inc the already pressurised gasses that flow through the cylinder and out to the turbo controls how fast the turbo spins. its a fan not a thermo coupling