Turbo project is done! Holy crap, quicker than a 911 GT3 RS!

[mm1854]

Hi Anders,

Congratulations!!! That is an extremely nice job, and thanks for sharing.

It looks like the waste-gate outlet is straight to atmosphere and not back into the exhaust? Is that not going to be a problem with temperatures and sound?
Is the Tial 44mm on the intake side used only to avoid compressor surge and boost pressure spikes on tip-outs, and not too control boost?
You said you used a thicker gasket to reduce CR to 8.5. How thick is that, and what was your original CR?

Can't wait to see the boost/torque/power curve on this beauty!

[Ted B]

A few comments:

- A 750/mincc injector will idle just fine, batch or sequential. In fact, even a 1000cc/min injector will idle just fine with either type as well, provided that it is a low mass injector (ball or disc). I recommend avoiding pintle types.

- With 10psi of boost, the IC isn't subjected to a great deal of heat dissipation duty, so intake air temperatures should be close to ambient.

- I've seen several S14 turbo setups with the turbo configured in the position as depicted on Anders' car. Having put thought into this, I'm going to attempt to mount mine near the bottom of the engine.

- Constructing turbo kits usually creates headaches for the constructor, simply because such kits rarely align perfectly from car to car. The best proposition is for the owner to leave the car with the fabricator, so the setup can be constructed on the car.

- A properly constructed, turbocharged S14 will deliver more power than the most aggressive normally aspirated setups, and will (should) cost less.

[SeattleE30///M3]

A few comments:

- I've seen several S14 turbo setups with the turbo configured in the position as depicted on Anders' car. Having put thought into this, I'm going to attempt to mount mine near the bottom of the engine.

You need to take a look at Todd Crosley's custom turbo setup. It is mounted on the bottom and very stealth.

[rontyler]

Very nicely done!

[Douglas]

By the pictures you can tell that the work is being done by a true BMW enthusiast and paying attention to every single detail to make it almost perfect.

Congratulations, and enjoy your new setup! It's well deserved...

[Anders]

Hi Anders,

Congratulations!!! That is an extremely nice job, and thanks for sharing.

It looks like the waste-gate outlet is straight to atmosphere and not back into the exhaust? Is that not going to be a problem with temperatures and sound?
Is the Tial 44mm on the intake side used only to avoid compressor surge and boost pressure spikes on tip-outs, and not too control boost?
You said you used a thicker gasket to reduce CR to 8.5. How thick is that, and what was your original CR?

Can't wait to see the boost/torque/power curve on this beauty!

Thanks! In one of the pics, the wastegate is just laying there. It connects close to the bottom tube of the downpipe (more of an angle than what it looks like)


Sorry, I realized I made a mistake. On the intake side is a 50mm Tial BOV (blowoff valve) that functions like you described. The Tial 44mm wastegate is, of course, on the exhaust side...

The gasket is 3.5mm (.140"). Previously, I ran the oem 2.5 gasket, which produces 10.2:1.

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A few comments:

- I've seen several S14 turbo setups with the turbo configured in the position as depicted on Anders' car. Having put thought into this, I'm going to attempt to mount mine near the bottom of the engine.

Ted,

I spent SO much time thinking about a low mount turbo, and there are so many negatives. If you build a nice setup like that, I'll eat my shorts that I just spent 3 hours tuning in!

[njboy]

Correct, I'm not offering a kit 'cause it would cost a fortune. I just hope people are inspired with ideas to build their own.

Perhaps you could sell the CAD drawings and measurements for the parts. That right there is worth a lot.

[Ironhead]

A few comments:


- A properly constructed, turbocharged S14 will deliver more power than the most aggressive normally aspirated setups, and will (should) cost less.

I agree about the power and torque, but lower cost? How?

This would only be true (maybe) if you are installing a turbo on a stock engine. If you build a turbo from the inside out, with lower compression and upgraded internals to withstand the vastly greater HP and torque, where would the savings be? You would need all the same parts as the N/A build, with the possible exception of less aggressive head work. You would also need engine management in both cases, and it could certainly be argued that the turbo would demand more complex ems....

Then for the turbo you need all the parts for the installation .....turbo ....I/C ....fabricated exhaust maniforld ....vast amounts of custom ducting....assorted wastegates/blow off valves/plumbing. Unless one is skilled and equipped enough to do all their own milling, tube bending, welding, etc....the fabrication necessary for the turbo install would consume vast amounts of $$$$$$$. How many on this forum could duplicate Anders' turbo manifold, for example? The only places I know that could fab that part to the standard of Anders', would charge at least $2K to do so.

If Anders or OZM3 will tell me that their turbo builds cost less than an N/A engine....I will accept that. Otherwise, I cannot fathom it. You could slap a turbo on a stock engine and get it to run for less than a N/A build, but a build like Anders did here, or like OZ is working on? I say no freakin way.......

[smonkbmw]

damn, that is a hot setup. anders, 40% of the reason i went to that meet in eugene on sunday was to meet you and check out this turbo car that Ted has been yappin about! oh well, maybe next time.

[///M3 Terr]

Awesome!!! I'd love to see some video.

[HANDBLT]

Un-freaking-believable.......... Kudos from one masicist project doer to another.

How is the throttle response? How close to NA is it? I got 50>80 in my 2.3 down to 4.9sec @ 2600lbs and I thought it was quick.

WOW.

Speechless really. I have thought through a twinscrew build and I am glad I didn't go through with it after seeing that. I don't have the time or patience anymore.

We need some video of 3rd gear runs.

T

[Anders]

damn, that is a hot setup. anders, 40% of the reason i went to that meet in eugene on sunday was to meet you and check out this turbo car that Ted has been yappin about! oh well, maybe next time.

Sorry about that! We'll find another time. Mechanically my car is pretty impressive, but I'm turning to working on the paint now...

Here are a couple of pics of my instrument set up:

AFR, boost, oil pressure and fuel pressure. If you look carefully at the accessory panel next to the defroster switch, you'll see four microswitches that program the warning LEDs on the gauges.


Two EGT gauges replace the factory change tray. They are also programmable...


I've placed two warning LEDs in the dash, one bright red and one yellow. Only the red one is currently used, and shows the activity of the J&S knock sensor. It glows variably, so you get more info than on/off. I don't know if that is a standard feature on J&S units; you can ask John, the owner.


Oh, I almost forgot. I really prefer the twin-tip outlet on our exhaust, so I built a dual three-inch tip from 304SS to terminate my single three-inch exhaust. That oughta look manly enough!

[Munkee_Boy]

I am truly amazed! It is unbelievable on the amount of detail and time you put into this. Absolutely beautiful. Congrats on such a wonderful job.

[Anders]

I agree about the power and torque, but lower cost? How?

I agree, Ironhead, even on a "stock" 2.5, this was expensive. Probably $7000 plus weeks of labor. But if we compare horsepower-to-horsepower costs, then Ted's comments about a turbo conversion make sense. For example, I'm pretty sure I'll end up around the 350 hp mark. If you want to make that really reliable, then go ahead and rebuild a 2.3 with 95mm forged pistons and rods. Having done this before, I'd say that $7000 is reasonable figure. Then add in another $7000 for turbo parts, ems, materials, and throw your labor of love in for free

Now compare that cost to an S14 NA build of similar power (even though you'll never approach the turbo's torque), and it'll cost what, $40,000-$50,000? That is assuming you're on German John's good side or have other MS connections.

Would it be worth it to build a system like mine for 280-300 hp? Absolutely not...

[CourtM3]

Seriously speechless. that is some jaw dropping attention to detail. Beautiful install