STS Turbo
Burning Brakes
Joined: Mar 2005
Posts: 1,139
Likes: 0
From: Salina Kansas
So, even 20% on a 600 hp motor would add 120 hp. Might be worth it to install it at low boost to avoid immediately having to rebuild a new motor and then when it's time to rebuild the motor do it right. 120 hp is nothing to sneeze at, particularly if you have already pretty much optimized your motor as far as you can. $3,000 for a blow through setup vs. going to a 18 degree head setup, new roller cam etc.
Burning Brakes
Joined: Mar 2005
Posts: 1,139
Likes: 0
From: Salina Kansas
I have to say that in the C5 section, there is a guy running 8.54 with a 402 LS motor and rear mounted turbos and a IRS. Perfect setup or not, you can't argue too much with that kind of speed in a street car. Another guy I saw runs in the 9's with a rear mounted STS turbo setup.
Thread Starter
Instructor
Joined: May 2006
Posts: 191
Likes: 0
From: TEXAS
Sts
When I removed the spare tire carrier, the huge amount of room is what got my attention. I also have a C-5 with a C5-R 427/ F1-C Procharger/NOS. When I was building that car STS was just getting started & everybody in the C-5 forum really flamed them. I decided on the supercharger because I've had Prochargers before & the STS was not yet proven. Now,some of those C-5 guys are running 9's. I agree with everyone who says the engineering sucks, But somehow they have made it work. I will have to check it out more before I write any checks. I was hoping the volume of exhaust from the 502 might help. Thanks for the input.
FOUND OUT TODAY (WED) STS DOES NOT MAKE a C-3 kit so it would have to be a custom deal. I will check with East Coast Supercharging soon to see if they have. The pre-fab engineering is why we pay so much for these setups. The turbos are cheap. I believe that using stock BB cast iron exhaust one get by fairly cheap by following how the commercial kits are made. I am a passable tig welder with car lifts in my home shop. I will have to look at it more.. I have built a lot of headers but I sure don't like to. With all the C-3 cars on the road you would think some co. would make va kit. Once again, "C-3's don't get no respect"
FOUND OUT TODAY (WED) STS DOES NOT MAKE a C-3 kit so it would have to be a custom deal. I will check with East Coast Supercharging soon to see if they have. The pre-fab engineering is why we pay so much for these setups. The turbos are cheap. I believe that using stock BB cast iron exhaust one get by fairly cheap by following how the commercial kits are made. I am a passable tig welder with car lifts in my home shop. I will have to look at it more.. I have built a lot of headers but I sure don't like to. With all the C-3 cars on the road you would think some co. would make va kit. Once again, "C-3's don't get no respect"
Last edited by msb184; Apr 4, 2007 at 10:51 PM. Reason: ADD Content
Burning Brakes
Joined: Sep 2005
Posts: 1,078
Likes: 0
From: Santee CA
I have toyed with the idea of a turbo(s), I'm a big fan of that form of forced induction and have done it before (not rear mount) with impressive results. But since I have a big block I'd like to keep all the auxiliary accessories and not have to rearrange the front end, all the under-hood space is pretty much used up. I know the rear mount sacrifices efficiency due to heat loss but for a big block C3, the rear mount seems the least intrusive, simplest and, to me at least, most obvious solution. And hey, it's a short trip to the rear! I know this ruffles the feathers of some turbo purists, but if you look at it another way, how much heat potential are you loosing with no turbo vs. a rear mount?
Coolness factor, well you may not be able to see them but you can still say you've got about 750hp at the crank, that's always cool.
Coolness factor, well you may not be able to see them but you can still say you've got about 750hp at the crank, that's always cool.
It'd be nice to pop the hood, let an average joe take a look at it and go, "Huh...doesn't look like much..." Then you get out on the track and nail it. If he asks what the pipe is running to the box on top of the carb or EFI plate, you just tell him, "It's my cold air induction system." It'd make for an interesting sleeper, up until you punch it and the turbos start whining, or the BOV starts making the pssssh noise.
Thread Starter
Instructor
Joined: May 2006
Posts: 191
Likes: 0
From: TEXAS
Sts
I know rear mounted turbo's work. The C-5 STS setup has been around for years & some are over 1000HP. What I wondered was if anyone had mounted twin turbo's on a C-3 with a BB .
Melting Slicks
Joined: Dec 2005
Posts: 2,441
Likes: 0
I don't know of anyone on this forum who's done this, I've also been thinking about it and would have noticed. You mentioned in an earlier post that turbos are cheap, from what I've seen they're around $1300 a piece, add about $500 for the ceramic bearing versions, clearly the most expensive components, unless you're looking at Chinese units. I will investigate the possibility of using a single turbo, from what I've read they are just as affective, just not as 
.
Right now the biggest hurdle information wise is sizing the turbine housing to account for the heat loss incurred from the remote location, I have several books but none address this issue.
.Right now the biggest hurdle information wise is sizing the turbine housing to account for the heat loss incurred from the remote location, I have several books but none address this issue.
Last edited by shafrs3; Apr 6, 2007 at 09:02 AM.
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Melting Slicks
Joined: Oct 2004
Posts: 2,662
Likes: 8
From: Knoxville Tennessee
The hard part is getting the ducting back to the engine; not a lot of room to get it back up to the engine. I have the same problem on my 92, can't find a good way to do it. In the C5's they are run up under the rockers.
Bernie
Bernie
Melting Slicks
Joined: Dec 2005
Posts: 2,441
Likes: 0
I've got that worked out, piece of cake. Use some of that SS oval exhaust tubing, run the exhaust down one side & the intake up the other.
Last edited by shafrs3; Apr 6, 2007 at 04:55 PM.
Instructor
Joined: May 2001
Posts: 228
Likes: 0
From: Santa Cruz CA
Been reading this thread with interest. I too have been impressed with the power of the STS systems since they seem so wrong, but for a late-model, in California, I believe everything cat back is uncontrolled so rear turbos pass smog no problem whereas any change to the headers or cat requires a CARB exemption. None of which matters to an old C3 or those who live elsewhere that havn't yet adopted our smog laws.
Anyway, a big roots blower on a big block beats the look of a couple of hair driers under hood or behind bumper.
Anyway, a big roots blower on a big block beats the look of a couple of hair driers under hood or behind bumper.
Intermediate
Joined: Sep 2001
Posts: 26
Likes: 0
From: Burnaby BC
FWIW, rear mounted turbos have been around since WWII. P-38s and P-47s seemed to perform reasonably well with these 'inferior' designs. The virtues of a rear mounting approach (whether aviation or automotive) are the potential packaging advantages. If ultimate hp is the only goal, a front mount is best (easiest) for many of the previously cited reasons. If weight distribution, space constraints, etc. come into play, a proper rear mounted system can be made to perform exceptionally well. Regardless of the supposed inelegance of the engineering, it is hard to argue with the achieved performance (either then or now).
Melting Slicks
Joined: Dec 2005
Posts: 2,441
Likes: 0
Based on that scenario the turbo has to be, it requires no engine hp to run. A supercharger might consume, and I'm guessing here, 50hp to generate 10psi of boost. Engine driven compressors use a lot of hp, top fuel drag compressors drain several hundred hp.
Last edited by shafrs3; Apr 6, 2007 at 11:22 PM.