Thanks to Jeff and crew at TurboEast for their amazing work and service, all my goals have been acheived and then some. I received an outstanding product producing outstanding performance at a reasonable cost! His customers can always expect to be well taken care of…even after the sale!
The supercharger did wonders and I was very happy with it, but after reevaluating my preferences and goals, I decided that changing over to a turbo better fit my needs.
Facts about my old Supercharger setup here: http://www.is300.net/forums/showthread.php?t=198971
One of my main goals was to have myself a 12-second every day driving sleeper.
I could have reached that 12 second goal with the supercharger and in fact had planned on Jeff doing some other modifications to reach that goal such as a bump back up in compression from 9:1 to about 9.5:1, return fuel system, and other stuff, but then decided that it would be more economical for me to convert to turbo since I decided to stop being ignorant to myself in saying that I would be happy once I reached my goal and wanted the ability to tap more power in the future if I decide to. With the supercharger, I could have reached my 12 second goal with stall converter, drag radials and the other stuff mentioned above, but when I met that goal, that would have been all the car could achieve without adding something like nitrous on top of the supercharger in order to go faster.
MY TURBO SETUP…
A Special Stage 3
(SS3) Turbo from TurboEast. I may end up being a one-off, but if you have interest in this kit, call Jeff about the production of any additional kits of this type in the future.
Parts List (many new, many already existing):
Garrett TE63 turbo (Polished)…TE spec’d
TE 2mm Head gasket
TE turbo header (Polished)
TE Down pipe
TiAL 38mm Wastegate
Turbo XS Blow-off valve
Dual stage TurboXS manual boost controller
TE Custom remote dual stage boost switch (13psi & 15psi settings) in PAS COMP
Walbro 255lph Performance fuel pump
TE Custom fuel return system w/ fuel pressure gauge and regulator
TE Custom ECU open loop switch in engine compartment
RC Engineering 440cc fuel injectors
26”X13”X4” Polished intercooler & all aluminum IC piping
TE custom 3” exhaust to mid-pipe
Greddy Cat-back exhaust system
Greddy Billet aluminum oil catch can
TurboXS Wideband and tuner
Auto Meter PRO-COMP Boost gauge (custom mounted inside glove box)
Greddy E-Manage w/ boost sensor, ignition harness & injecton harness
ACIS Valve eliminated
NGK 3330 Spark plugs
TE Valve body upgrade
TE Transmission cooler
TE Stall Converter (2,800rpm)
TE Electronic Shift Kit (ESK)
TeCK Grounding Kit
Pictures of the Parts (This is a 90% solution...I'm getting a turbo blanket which will allow me to take off the heat wrapping on the coupling and changing out the black vacuum tube going into the oil catch can to braided steel line, among a few other things:
Remote Boost Controller Switch (13psi and 15psi setting):
TurboXS Wideband and Tuner:
Front shot, note Greddy Billet Aluminum Catch Can:
TurboXS Dual Stage Boost Controller:
TE Custom Return Fuel System with Fuel Pressure Gauge:
TE Custom Return Fuel System with Fuel Pressure Gauge (2):
Note the beautiful Turbo Header:
Note the beautiful Turbo Header (2):
Daytime Frontal Shot:
TurboXS Dual Stage Boost Controller, close up:
Garrett TE63 Turbo and Turbo Header, close up:
NOPI Nationals 2004 PICS (Placed 1st in Conservative Class and 2nd in the 6cyl F/I Dyno Competition):
Sorry, had the trunk open and didn't realize it...the gap is normally not that big...lol.
Dyno Performance (ALL #’s ACHIEVED AT CONSERVATIVE TUNE SETTINGS):
13psi (My everyday driving boost):
15psi (My track and if I feel like being rascally on the street boost)
17psi (Easily obtained and a bragging right dyno only boost for the most part. I may decide to ¼ mile this number with C16, but I’m debating risking my tranny or parts of my drivetrain)
Partial fill with C16 RACE GAS
Comparison dyno chart depicting the power bands for all my boost settings overlayed together:
Note the 11psi (As a test since my SC was running this boost level. This is not a boost setting my car uses):
¼ mile performance (Spinning, normal operating temperature, P225 tire, no LSD, no stall converter, spare tire taken out):
ALSO KEEP IN MIND, THIS WAS MY FIRST TRY WITH THE NEW TURBO SYSTEM...THE NUMBERS WILL DEFINITELY GET BETTER ONCE IT GETS COLDER AND I ALLOW THE CAR TO COOL A LITTLE MORE
13psi (pump gas)
Climate: Noted in timeslip
15psi (pump gas)
Climate: 60's, cool night. Very nice.
17psi (C16 race gas)
NOTE THE ALMOST 117MPH TRAP TIMES WHICH MEANS THAT I'M WELL INTO THE 12's AND POSSIBLY 11'S IF I CAN GET A DECENT HOLE SHOT...***cough***STALL CONVERTER AND DRAG RADIALS***cough***
HWY: 24.3 – 21mpg depending on my friskiness
The loudness of my car went down by about 10 fold in comparison to my SC setup, despite the turbo header and 3” exhaust to my cat-back. No joke, my car now sounds like a N/A’d IS300 with a HKS hyper as the only mod…and I know what that sounds like. Even at WOT, the loudest thing going on for me is the wastegate throwing excess air into the atmosphere. I haven’t heard too many turbo BOVs in person, but I can’t imagine a BOV being any louder than what mine does. I’ve scurred too many people already with that thing. Man is that BOV addictive!!!
Stock…sometimes minor hiccups at idle (like cars with larger cams do every now and then) when first starting up the car after it’s already warmed up and has been sitting awhile, but that’s it. The car starts much easier now with the return fuel system. Only sometimes it takes a couple of seconds to crank to a start.
Freakin’ fast! Fast when at normal boost, then when I flip the switch it is sick fast!!! When I was running only ~330rwhp (the hp before Jeff could dyno tune it) the car had already felt 3x faster than with the supercharger. I credit this to the monster torque and overall power curve. To prove the fact, here’s a tidbit. Even though I had only ~330 rwhp, I had about 90 more rwtq throughout the majority of the power band than the supercharger!
The shifts in my TE VB
upgrade is much more refined now…probably due to the change in power curve. It shifts much smoother at part throttle and low RPM shifts, but still retains the throw your head into the headrest kick when shifting at WOT…if the tires catch hard that is. With the 15psi setting, my rear end does a little waddle during the 2-3rd gear shift usually.
Still not many problems on this end while on the street, but at the track I was getting more wheel spin than I ever have...enough to know that I'm loosing at least .2 seconds off the 1/4 mile E.T. I think my P225 Yokohama AVS ES100’s are relatively sticky, so other than getting slightly sideways on shifts sometimes and the track, I don't think I'm doing too bad in this department.
Just note my 60' times...I'm slower in my 60' now by .2 seconds than when my car was stock. I must get a stall converter! However in reference to every other situation on the street, I am happy with the turbo selection b/c it seems to ride on the edge of big enough to produce mad power and small enough to spool incredibly fast for what it is.
The turbo header absolutely helps me out in this department. I am truly amazed at how cool everything stays under the hood. When I first got the car and opened the hood for the first time when the car was at full operating temperature, I expected to get blasted in the face with the extra heat over the SC, but it just didn’t happen. The reason must be because I don’t have a cast iron turbo manifold under-hood which means temps are much lower than usual for most turbo setups….yay!
Running piggy-back ECU:
I’ve never had problems with this system and still don’t. Jeff has a “special” solution which prevents the stock ECU from “relearning” the settings input into the Greddy E-Manage. I have had the opportunity to closely monitor the wideband for while now and have not seen any changes in A/F ratios during cruising, idle or WOT. For those who are still non-believers, here I am : ) Do I wish I had a standalone? Yes and no. Yes if you gave me one for the same price as the E-manage, no if you tell me I have to fork over another $1,500-$3,000 for it. : )
I’ll just have to take someone out for a ride, it’s beyond time, space and imagination! There’s no way to describe it other than feeling like I am in a high-performance jet.