C5 Twin Turbo System
TECH Enthusiast
Joined: Nov 2001
Posts: 511
Likes: 0
From: Godspeed
Re: C5 Twin Turbo System So you won't be offering any larger turbos for those wanting >550RWHP? Will the placement of the turbos is there not room for anything larger? Would you be willing to sell the cast manifold seperately for those wishing to piece together a higher HP system?
Launching!
Joined: Jan 2002
Posts: 299
Likes: 41
From: Detroit, Murder City
Re: C5 Twin Turbo System The turbos themselves used in this kit are good to a little over 700 engine HP. The 550rwhp number came from what they were estimating to be safe on the average stock LS1 longblock. If you plan to rebuild with lower compression and forged internals, this kit will let you make quite a bit of power. As we understand it right now, the kit will only be offered complete, as custom PCM tuning will be required even at the 5-6psi level.
Re: C5 Twin Turbo System We got the car on the dyno today, Our best dyno run today at 5psi was 384.7 rwhp and 424.6 rwtq This was done on a stock 99 C5 with oe injectors and pcm programming. We tried to load our program sent by Agostinos and the pcm locked up after it removed the stock program. We will have the programming issues figured out next week and get closer to the 450 rwhp # were shooting for. We will post dyno sheets on our web page this weekend. www.turbptechnologyinc.com The system fits perfect with no issues at all.
TECH Fanatic
Joined: Apr 2002
Posts: 1,868
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From: Texas
Re: C5 Twin Turbo System Although the results are nothing stellar yet , I definently respect when a tuner keeps the public informed about the product as it takes shape. Great job and I look foward to seeing it progress <img border="0" alt="[cheers]" title="" src="graemlins/gr_cheers.gif" />
Also, will there be an option allowing an adjustable boost controller inside the car??
Also, will there be an option allowing an adjustable boost controller inside the car??
TECH Fanatic
Joined: Mar 2002
Posts: 1,044
Likes: 0
Re: C5 Twin Turbo System I have to say, the fabrication and fit of the components is stellar, to say the least. All pipes are parallel to the body and frame contours, heat wrap on the correct locations, O2s lined up in the right locations, dual cats fit neatly, EGR system in place, ICs have adequate, correctly oriented brackets. Great job, guys. You attention to detail really shows!
One question: On a MAF car, BOVs that don't feed back to the inlet tubes tend to make drivability suffer, due to the loss of metered air when closing the throttle, so how do you prevent the inevitable over-rich condition? It's something that us DSMers have struggled with for years. We usually just eat the drivability if we want the foghorn-like BOV sound.
SC
One question: On a MAF car, BOVs that don't feed back to the inlet tubes tend to make drivability suffer, due to the loss of metered air when closing the throttle, so how do you prevent the inevitable over-rich condition? It's something that us DSMers have struggled with for years. We usually just eat the drivability if we want the foghorn-like BOV sound.
SC
Re: C5 Twin Turbo System The compressor by-pass valve used in the turbosystem are adjustable and so are most the others on the market. By increasing the spring pressure on top the valve it won't open under high vacuume. In this system we use it more as a bov instead of a compressor by-pass.
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Joined: Jan 2002
Posts: 299
Likes: 41
From: Detroit, Murder City
Re: C5 Twin Turbo System Also, if the BOV is in front of the MAF (the maf is on the pressure side of the system, after the BOV) this problem is all but eliminated. This way, you're not dumping metered air, just pressurized air upstream of the meter. A small PCM tweak, and you'd never know it was there if you didn't hear it on decel. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />
