Cable, I may need to hook up with you to take a look at your car possibly if thats cool with you. Since you are halfway close to me I can take a better look at the system.

To let you guys know, we have an Incon system coming thanks to Frank (SSCam68). The system should be here by the end of July and then the process will begin.

 

Not a technical change, but I wish Incon had made good on their promises of getting a CARB E.O. before folding. Probably stood a decent chance of passing the cold start test since their other kits did

California visual Inspection =

 

I wish I had talked to Ed when I had mine, he posted up here that he, in fact, would sell us the scavange system seperate. I talked to some guy manning the phones at LPE a couple years ago and he wasn't much help at all, so I ended up with a Weldon.

-Geoff

 

Jose...you cant see much...everytime i go to the track, with the hood raised...folks think i am spraying cause they see the alky lines.

 

Here is my todo list for the turbo kit (pretty much like the others):

But first a comment based on other people suggestions

1. Move turbo up higher - Can't really happen using the same manifolds. On the passenger side my compressor housing had to be grinded and it still hit almost hit the bottom of the car. Driver side has maybe 1/4" clearance with the motor mount.

2. Allowing inexpensive turbochargers in the kit should not be a problem. A standard T series turbo can be had with the same compressor cover and turbine outlet.

Improvements:

1. Do quality castings - Manifolds and butt pipe are cheap sand castings with very large grain size or they did not bother to smooth the sand out. Exhaust outlets and dump pipes were horrible. Turbine would not even go into exhaust outlet. Wont be an issue now since garrett makes this exact turbo with compressor housings and turbine housings.

2. If scavenge pump must be used - use something like the Weldon 9200. The tilton pump is not rated for continuous dut cycle and only a few people got lucky enough to have them last.

3. The two small intercoolers have to go, front mount would be better. Especially at New Mexico altitude (4200+ ft) they have don't do enough even at 400 hp. Of course the turbos make more heat here as well.

4. Replace some of the silicon hose with something more durable in between the engine and k-member. Or route the inlet hoses different. On the driver side replace the motor mounts with something more open and run the inlet hose through there, no squished hose. Have not looked at passenger side.

5. Driver side manifold Do a better job with #8 tube, I grinded mine a ton. But it needs a ton more.

6. Addition of a BOV or a bypass valve. Or at least a bung already in place.

7. Keep the existing EGT ports on each primary of the manifolds. Keep the EGR and air ports on the manifolds. Probably not to many people are using them (at least the EGTs) but they are nice to have.

Thats all I can think off right know.

Gary

 

My kit has been going strong for 10,500mi without so much as changing the oil every 3000 and cleaning the air cleaners.
I made all my upgrades upfront, from what I learned from everyone here.

Weldon 9200
Tail 50mm
50# inj
limit engineering rebuild
all hose bungs cut off, drilled out and tapped for airline fittings and braded hose.
Ground #8 tube.
Extrude honed manifolds
Ported and polished butt pipe,
Gasket matched manifolds to turbos
Ported and polished intake offset pipe
yanked the fog lights

Runnin 8 lbs on cam / head / fuel setup

The only thing I would change is - I wish I could see the turbos when I pop the hood.
And the kit should come w/ a forged short block.