sleepybu

not G banks...

http://cgi.ebay.com/ebaymotors/SBC-C...item2c51faa9e0

Shinobi'sZ

From memory it appears close to the Gale Banks SBC Twin Turbo top mount turbo system. Other than the fact that is a log design (not ideal) it is cast (durable) and from an engineering perspective having the wastegates at the end of the log guarantees proper wastegate function as the wastegate angle is straight. Sometimes boost creep can occur on setups using 90* wastegate angles. I always like Gail Banks kit as seen in Corly Bell's book "maximum boost".

sleepybu

they look good but i'd rather have a second gen camaro single martin turbo manifold

Shinobi'sZ

I really think that the Martin is an inefficient log that doesn't work very well within the engine compartment...not too mention it's lack of intercooling...the bottom line is that it's not well thought out or engineered...looks like a 60's idea. If you want to see what a well thought out top mount kit looks like that fits under a stock hood and maintains all accessories and makes 1K hp while avg. 22 mpg (street setting is 650hp) click on the link below of my TT kit.

http://temp.corvetteforum.net/member...intech-002.jpg

I am looking for a kit on a 3rd Gen that can at least accomodate some of the basic things a good turbocharger system offers...none of them of which is offered in the Martin Turbo system. The manifolds that you listed in your topic thread are very close to Gale Banks manifold and GB is an industry standard in turbo engineering and design.

sleepybu

I want the martin manifold more then anything cuz it fits my car (81malibu). I'm just looken for a miled 500 fwhp with out filling bottles.

grover85

iTrader: (1)

Looks like some good parts.

ZZ3Astro

Those are a nice design, pretty much the cast version of my tubular (banks?) manifold, but in the twin turbo configuration. I can tell you there will be a problem using these on the third gen if you wish to keep AC - at least with a 3" downpipe). The turbo sits several inches further back on these than mine and it was a very close fit to get the 90 degree downpipe bend in place on mine.

Of course with twins, it would be difficult to keep an AC compressor anyway I guess! If you used a 4th style remote dryer/filter, you could probably get away with the further back turbo design.

Twin_Turbo

iTrader: (25)

Those are nice! A bit like my log manifolds:

sleepybu

who makes those turbo manifolds and that intake

ps:what size is the orfface for the wastgate?

Twin_Turbo

iTrader: (25)

No one makes them, they are custom one off pieces but you can get a similar DCOE type manifold from moon, inglese and they are cheap on ebay too (probably chinese). This one is a 1 off.

I forgot what the wastegate size is, those pics are maybe 8 years old or so.

just checked ebay..holy crap, it's even cheaper than I thought

http://cgi.ebay.com/ebaymotors/NEW-C...item2c5252cfd9



169 bucks...incredible.

sleepybu

I'd be temptid to at a foot to those roner to give it a broder rang on a n/a setup

Twin_Turbo

iTrader: (25)

easy on the eggnog there turbo

sleepybu

lol, looks like i was on crack...it's to early but any who you get the ider

ps: i think that intake and turbo manifolds are made by the same company, look at the "crest at the bottom right of both photos

junkcltr

iTrader: (1)

Any pics of the TBs or plenum you made for it? Did you end up using motorcycle TBs? It looks interesting.

Twin_Turbo

iTrader: (25)

the crest is te logo for the ebay photohosting thingamajig

Twin_Turbo

iTrader: (25)

I used Dellorto DHLA45 Tri jet pressure carbs off 2 Lotus Esprit turbos. I never finished the engine. Will resume the project sometime soon hopefully.

sleepybu

like to make things difficalt for your self eh...

Twin_Turbo

iTrader: (25)

it's 99.9999% finished, the cars are designed for boost enrichment (they have an additional jet and are pressure tight) and they originally came with malpassi boost referenced pressure regulators which I replaced with the aeromotive unit. I don't like mainstream stuff no LOL

WASyL

i wonder if they make also any kind of fuel rails to make it FI setup

best regards

Shinobi'sZ

Could you expand on the fitment of your setup a little bit more? I am wondering if it is possible to use these manifolds and keep the AC and Alt. Take a look at my TT kit on my Z and notice my down pipes are sideways and turn 90* using V band clamps. Also I am not using 3" down pipes on my TT(Z06) setup and have made 1k hp (850 rwhp) with no issues..so I'm not sure that 3" down pipes are needed to make power with TTs that have individual down pipes running through dual exhaust all the to the tail pipes.

Do you have any pics of your setup?

junkcltr

iTrader: (1)

Could you post the exhaust back pressure PSI readings of running a 850 RWHP twin setup with downpipes smaller than 3" each? What was the rest of the exhaust system?

Twin_Turbo

iTrader: (25)

You'll need fuel injection throttle bodies, lumenition and TWM are 2 names that make them, then there's extrude-a-body and some aussie brands. All are expensive though

Shinobi'sZ

Straight pipes all the way out back. Anything else? You guys should visit the LS FI site (Corvetteforum and LS1tech.com) and you will see all sorts of good stuff with relation to FI. I am one of quite a few making 800+ rwhp and there are too many too count over 700 rwhp....hardly any of them run 3" exhaust. My back pressure reading was only around 2.5:1. It is easy to tell when you have back pressure after you know what to look for.

My first TT kit we tried everthing bit no matter what the tq was always like 700 wtq and the hp would not eclipse the 600 whp mark...it was extremely dissappointing and 6-9 months of R&D was put into it by TEC, TTi, xtrememotorsports, Bell Intercooling, and myself. We tried to disconnect the midpipes before my cats and wiring the (then) internal wastegate shut. After that it was pretty easy to determine that there was an issue in either the hot side .ar or the flange...it was a T25 flange at the time.....that was after a bunch of turbine housing swaps. Once the flange was upgraded to a T3 and independant wastegate vent tubes were intergrated after the turbine housing..a lot of the back pressure went away with that particular kit. Alot of the R&D for the TTiX was done on my car with the original TTi Stage III kit. But by that time I ditched it for a new design (after being inspired by Maximum Boost) utilizing a full header merge collector design with T4 flanges. Please take a look at the link below for example of the different kind of FI I have had experience in both R&D and having. If you study Turbo engineering you should pick up on the benefits have having a full header design with merge collector....it will help you understand a litte bit more about back pressure too. The headers are 1 3/4" primaries into merge and through two Precision PT52 .58 ar Turbos. Each down pipe is 2 7/8"...all there for you to see. Please check it out....happy to answer anymore questions you might have.

http://temp.corvetteforum.net/member...es/shinobis97/

WASyL

i will be cheaper to go with motorcycles TB's

best regards

junkcltr

iTrader: (1)

I am surprised it took 6-9 months to figure it out. Looking at the Garrett turbine maps show that there is no way you could get that kind of HP out of a T25 frame regardless of A/R. Some intake IATs and PSI gauges along with exhaust PSI gauges would have backed that up. R&D would have been doing the math up front or just reading the pressure gauges. That is one thing I always recommend to people trying to build a turbo setup......put in all the IATs and PSI gauges. It removes all the guess work especially when they don't do the science/math up front.

Yes, the headers look good and help with HP and spool time. You should pick up on the benefits of having an adequate post turbine pipe. Where was the two 2.5:1 measurements taken and at what intake boost pressure and HP rating?

It makes sense now. You used 2 7/8" downpipes which are essentially 3". When you said less than 3" I was guessing it was in the 2.5" range which would have been really small for your HP rating. With the proper T4 frame and A/R, and 2 7/8" DPs it should spool fast and easily make the 850 RWHP, but have EBP a little on the high side. Your data supports this. Overall, a good choice for a street / race setup.

Shinobi'sZ

Keep in mind we are discussing two totally different TT kits that have been on my car. I was wondering if you thought I might be pressing both sides through a single 2 7/8" down pipe....I could see you raising the BS flag on 850 rwhp through a single 2 7/8" single...it would probably need at least a 4" down pipe to support a single down pipe with a crossover.

My first TT kit (TTi) had the T25 flange and is why I switched to a T4 flange with the PTK kit. The cool thing about a TT with independent exhaust is that you can split both sides of the V8. So my 347cid becomes a 173.5cid setup. So each side has a T4 turbo with a 2 7/8" down pipe. If I merged both downpipes together into a single down pipe, the crossection would be closer to 5" single down pipe...which would support the type of power we are discussing.

The kit that followed my first TT kit is called the TTiX kit used a T3 flange and T3/4 turbos...it's a great kit but some of the users don'e want to admit that back pressure starts to affect it on larger cube setups. Example the kit on a 347 has made 800+ rwhp and the tq was high 700s. The same kit put on a larger cube and you start to see the tq eclipse the hp so it ends up looking like 800 hp and 1000 tq. Whereas the 427cid using T4s end up being like 1000 rwhp and 980 tq....I am always paying attention to back pressure to say the least. Thanks for the discussion.

junkcltr

iTrader: (1)

That sounds like a normal setup. It all jives.

I can't believe any one would ever try to market twin T25 on an engine this size. Extreme back pressure like that will melt valves and blow head gaskets. They must have done the T25 just for packaging reasons.
Your two 2 7/8" pipes have the area of a single 4" pipe, not 5"
2*sqrt(2*((2.875/2)^2)) = 4.0xx"

If they could read a turbine map they would see that using T3 frames for that much HP creates a high exhaust back pressure. They can refuse to admit it, but the fact is that the area of a T3 flange is too small for that much HP & CI. They should look at the turbine maps at www.turbobygarret.com. It is clear that the twin T3 are choking it.

As for the link to the cast TT manifolds.......they probably flow enough for around 600 FWHP.

IROC-You

You sure? these look very very similar to the Gale banks kit and they promote 800hp with no intercooler, 1000+ hp with race gas (also no intercooler). They have dyno vids making 1100hp with cast manifolds.

sleepybu

600fwhp with just one