Originally Posted by Kalway

Rides (on TLC before Overhaulin)

Originally Posted by Bob Onit

Speaking of overhauling ....did you see the ricer job on the 57 Corvette?

If somebody wrecked my car like they did to that 1957 I would hurt them very badly....
Took a beautiful car and made it look like a punked out POS.

Originally Posted by RPOZ4Z

look up forum member CajunDude in the C5 section.
He has rear mounted turbos, they basically replaced the mufflers with the turbos, and plumbed the intake back up front.

his works great!

Originally Posted by shafrs3

I'm confused here, did you do this or is this from someone else's car?

Originally Posted by RPOZ4Z

I'm not into turbos, so I don't know.
all I do know is that he did one hell of a burnout and made some deep a$$ grooves in the pavement at the cruise in!

Originally Posted by BerniesVette

I can't understand why hot air is better for a turbo than cool air. Hot air is less dense than cold air. Colder air going into the combustion chamber creates more HP than heated air. It would seem than the air being cooler before it reaches the rear turbo would be denser and provide more force to turn the turbo. After all, it is just a propeller of sorts pushing cooler air back to the engine. A cooler turbo will last longer than one subjected to the extreme heat of the engine just after combustion. Beside a little longer lag and having the air cleaner in a less than desirable location, in theory, it is a better design. Now what are the reason that contradict how I am thinking; and please understand I do not use a turbo. In fact, I would much rather use a supercharger instead.
Bernie

Originally Posted by http://www.dsm.org/archives/1997/06/19970618.txt/28.html

It is a common misconception that the exhaust turbine half of a turbo is driven purely by the kinetic energy of the exhaust smacking into it (like holding a kid's tow pinwheel behind your tailpipe) While the kinetic energy of the exhaust flow does contribute to the work performed by the turbo, the vast majority of the energy transfered comes from a different source.

Keep in mind the relationship between heat, volume, and pressure when we talk about gasses. High heat, high pressure, and low volume are all high energy states, low heat, low pressure, and large volumes are low energy states.

So our exhaust pulse exits the cylinder at high temperature and high pressure. It gets merged with other exhaust pulses, and enters the turbine inlet - a very small space. At this point, we have very high pressure and very high heat, so our gas has a very high energy level. As it passes through the diffuser and into the turbine housing, it moves from a small space into a large one. Accordingly, it expands, cools, slows down, and dumps all that energy - into the turbine that we've so
cleverly positioned in tho housing so that as the gas expands, it pushes against the turbine blades, causing it to rotate. Presto! We've just recovered some energy from the heat of the exhaust, that otherwise would have been lost.

This is a measureable effect: Stick an EGT upstream and downstream of the turbo, and you see a tremendous difference in temperature.

So, in real world terms, what does this tell us?

All else being equal, _The amount of work that can be done across an exhaust turbine is determined by the pressure differential at the inlet and outlet_ (in english, raise the turbo inlet pressure, lower the outlet pressure, or both, and you make more power) Pressure is heat, heat is pressure.

Raising the inlet pressure is possible, but tough. Lowering the outlet pressure is easy - just bolt on a bigger, free flowing exhaust. I've seen a couple of posts from people who added aftermarket exhausts, who report "my turbo spools up faster now" Well, that's because by lowering the outlet pressure, you increased the pressure differential, and now the exhaust gas can expand more, and do more work. That increased work pushes harder on your turbo, and it spools up faster. You should also see less boost drop at redline, because if an exhaust system is flow-limited, once you pass the flow limit of the system, any additional gasses you try and force through it only raise the outlet pressure. Higher outlet pressure, lower pressure differential, less work, less boost.

Originally Posted by norvalwilhelm

I thought turbos would like hot gases. Having the turbo's so far back would contribute to turbo lag, cool running turbos and a long long intake trac.

Originally Posted by SmokedTires

Originally Posted by Twin_Turbo

Quieter wastegates, especially if vented to atmosphere.


Wastegates vent to the atmosphere? THAT'S a BLOW OFF VALVE dummies, wastegates reroute energy rich (well poor in their case) exhaust gas past the turbine, robbing the turbine from it's energy and therefore slowing it down.

Originally Posted by jpatrick636

A lot of people dis STS, but the fact is: nobody here has a Turbo system designed, manufactured and sold to the public with a warranty. While everbody is dumping on them, they are moving forward with new ideas and putting out product to satisfied custoners. They were thinking "outside the box". New technology always brings out the nay sayers.

There is nothing wrong with taking the time to modify a Corvette to add turbo chargers. My hat is off to those who have done it. But someone offering a one day installation! Don't you wish you had thaught of that? Well they did and they are making it work! The proof is on the street.