[s-cars] Driving Impressions from Evahboost, Long...

[Trevor Frank]

Sorry Hap but I am going to call you on that one, brittle nature of
stainless steel in these applications? Can someone, anyone explain this
to me?  If someone told you this was the case then please give me the
background.

-----Original Message-----
From: s-car-list-bounces+tfrank=symyx.com at audifans.com
[mailto:s-car-list-bounces+tfrank=symyx.com at audifans.com] On Behalf Of
CaptMagu at aol.com
Sent: Monday, May 09, 2005 4:58 PM
To: s-car-list at audifans.com
Subject: [s-cars] Driving Impressions from Evahboost, Long...

s-heads

Well, early this fine Evahboost found me driving the Beast to DIA for a
day
trip to San Diego. I am in fact at altitude as a write this missive. I
have had
several inquiries about the tubular manifold, the Garrett GT 35R dual
ball
bearing turbo, the Turbosmart Wastegate, the adapter I came up with, the
install
in general, and my driving impressions so here we go.

The Tubular Manifold:

This manifold was built in Sweden by RS Tuning. We chose mild steel vs
Stainless because of the brittle nature of Stainless in these
applications. When
Dave Dawson and I made the first installation attempt, we met with
defeat because
the original orientation of the turbo would not allow the the turbo
intake to
fit behind the headlight assembly. It seems that Ronnie of RS Tuning had

designed these manifolds for S2/RS2 applications with a parallel to the
head mount
and we were very disappointed. I tried to sell the manifold and source
another with no success. Stuck with what I had, I began to engineer. TEC
came to the
rescue with a set of machined T3 flange plates that would accept a 2
1/2"
stainless pipe. Next was a 45 degree mandrel bent pipe that could place
the turbo
at an angle and further outboard. The pictures I have posted show the
placement. EGTs are significantly lower to the tune of 200-250 degrees.
More
observations to follow. Dave has 3 of these manifolds available if
you're interested.
His e-mail is:

Djdawson2 at aol.com

The Garrett GT 35R Turbo:

Dave Dawson has a GT 30R turbo with mostly stock paraphenalia with the
exception of forged rods and pistons and LWFW. He even has the stock
I/C. His turbo
spools at about 4000 rpm but he did see an improvenment when he went
from a
.82 ar hotside to his current .63. The GT 35R does not come with a .63
hotside
so I had TEC machine a GT 30R .63 hotside to accept my GT 35R. Since the
GT
30/35 turbos come without the turbine housing, this was a simple
paperwork fix
but a much more complicated machining challenge. TEC had to model the
profile of
my turbine wheel and then machine out the inside of the housing. The
results
are outstanding. The boost threshold is about 3-400 rpm higher but the
flow is
amazing. I have seen redline pulls of 22 psi in first, and 25 psi in
second
and third with no drop off. Simply amazing. Charge air temps are a
little lower
but with the Happersized FMIC, its hard to tell a difference. My Davtron
I/C
temp gauge's inlet temp probe has been kaput for a while so I don't have
any
quantative data on the input side, just the output side. Lower EGTs are
attributable, for the most part, to the new tubular manifold.

Turbosmart Wastegate.

I have had a lot of questions concerning the WG. Like WHY??? Well, our
stock
WGs are pretty ugly even if you polish the cap like I had done. Second,
the WG
orientation and fabrication of the WG downpipe and its orientation to
the
exhaust DP are the hardest part of this type of mod. As I was exploring
options
with Jim Latour of TEC, we came up with the Turbosmart WG and its dual
V-band
clamp mounting assembly that gives a you 360 degree option to the
WGitself and
the WG DP. The BLING factor had nothing to do with this decision. You
guys
trust me on this don't you????????????

The Adaptor.

The TEC provided T3 flange plates are stainless. They machined out a 2
1/2"
female receptacle that allows the mounting of the 2 1/2" SS pipe. The
pipe had
a 45 degree mandrel bend and about 10" of straight on either end. We
ended up
using the entire 45 degrees and made the cut right at the junction going
to
straight pipe. Dave also rotated the bend upwards to raise the turbo and
give us
the maximum room for placing my current SVT Cobra Snorkel airbox and
PBMAF(Pederhousen Big MAF tm) below the compressor inlet. The bottom of
the box is now
2" lower than before and I'm gonna have to do some surgery to cut the
bottom
of the box.

General Stuff.

I thought I had everything we needed for Dave to get the install done
starting Friday morning. I had backups and backups to backups. I still
ended up
running about 10 trips to Flaps, TEC, and Home Depot. Dave's partner Ian
helped all
day Saturday and Ben Howell made several bailout runs with extra odds
and
ends. We needed all the extras we had and then some. Check and recheck
all your
parts and always have extras. You can always return what you didn't
need.
Having a major turbo distributor almost next door is a real plus. If
you've got
turbo needs call TEC at 303-271-3997. They can help anyone with your
turbo needs.
This type of mod is not for the weak hearted. It really helps to have
friends
with lots of expertise and lots of tools. You have to be bale to think
and
replan when things can't go the way you originally planned. It really
helped
that I already had the FMIC and snorkel intake with the original airbox
removed.
I have already posted that it might have been easier had we not had to
deal
with my airbox/MAF placement. This type of mod also gets real expensive
real
quick.

Driving Impressions.

I was able to flog the car around the hills of Evahboost last night and
this
morning, I drove to DIA so my impressions are limited. I can't wait to
get
this thing on the dyno and the track. The powah delivery although at a
slightly
higher threshold is very linear and the but dyno is severely tested. Its
kinda
scary to stay on the throttle. The push is mind numbing. I am guessing a

15-20% increase in my hp/tq numbers. Dave and Mike Pederson have
reported a
tendency for tubular manifold cars to die when coming to a stop as they
drive along.
I have the same problem. Something familiar yet weird going on here. My
custom
dyno tuned Sportec software seems to have held up very well with the new

hardware. I did have to increase the fuel pressure to compensate for the
increased
flow with the current A/F at 12.5 with 25 psi of boost. It was really
hard
early, 5:00 AM, this morning on the drive to DIA to keep from flogging
the car
hard. Big Brakes are very important for survival. My old turbo and RS2
manifold
were impressive but the new stuff is just over the top. The sound is
different. Things are quieter around town and on the highway but the
intake howls when
the GT 35 comes on. I need to find somebody locally that can do some
sound
bites or better yet video. Yahooooooooo. That's all for now but more
will
follow.

Hap, wit lots moh dakine turbo stuff from Evahboost, Maguire

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