Stock Header Turbo Build

[amcp]

More details please.

[SpoolnDaapex]

Why not mount the turbo closer to the manifold?

And you moved the engine towards the driver side? What about the rest of the drive line?

Definitely cool and innovative

[turbo zombie]

remote mount turbo systems have proven that heat in the exhaust does not spool the turbo. just google squires turbo systems. if the turbo is sized properly for the amount of exhaust flow it is getting, it doesn't matter where you put it. there are pros and cons for both types of turbo systems.

[richardb]

This is awesome! Different but cool!

[einstein57]

intercoolers are cheap. Get one.

[Esprit]

Update on Stock Header Turbo and single Row timing Chain Conversion

I apologize for the lack of updates here. The following is from my post on the M42 Club. I didn't realize there was much interest here on the 4 cyl turbos.

I have single row chain conversions for sale, so don't confuse the 'kit' for an entire turbo conversion kit.

The conversion ran sucessfully on Watkins Glen during the Trackmasters event held this past weekend. My son drove the entire event.
I am much more confident in the single row chain concept as the car was driven as hard as possible for a total of 4 hours of track time. Stock rev limit was hit approximately 8 times. Engine revs very quickly!
Background: This is the same engine that has the 'Stock Header Turbo Build' noted in this same section. The engine has run for a year+ prior to the conversion @ 5-6 psi with a Saab te05-12b and injectors from a '92 900 turbo.
Other Mods: Flywheel is '87 325is machined to 16lbs. Deleted PS, A/C, fan & fan clutch w/ electric fan, COP conversion (w/o mounting plate)
All else is stock; no chip, rrfpr or any piggyback whatsoever; stock fuel pressure.
Monitoring AFR w/ NGK AFX Powerdex and wideband o2 sensor mounted before turbo inlet. AFR's WOT are approx 12.5. Noted some knock by ear under boost at lower RPM, high load. The addition of a VDO oil pressure gauge plumbed w/ copper tubing surprisingly acted like a stethoscope mounted in location of dash computer. It amplified all valve train noise and any hint of knocking. All traces of knock dissapeared when octane was increased to approx 96; 1/2 93+ 1/2 100.
I was not aware of any other single row conversions, it simply made sense.
I believe I arrive at a different (and lighter) solution than others the way the timing pin and cam sensor mounting is dealt with.
I am still trying to find time to put prices together for all the various stages/ parts of a potential kit. If everyone posts their wants and needs, I will then have some basis for pricing and time frame.
To answer some things not addressed:

Hmmm. Interesting.

I bet it makes that radiator hot as fuck.

At least it was cheap.

We ran all last summer w/ NO cooling fan whatsoever; using only the dissipation of the heater core/fan AND being VERY careful to shut it down when idling for any length of time. In 80 degrees F and shade, all you needed was the heater on, it could then idle all day long.

Spooln: This is the most efficient and least expensive you will find anywhere. I will never use a log style manifold due to reversion and poor overall flow. A huge benefit is that we have clearance to remove the cam cover easily; many log type set-ups do not allow for clearance, you have to remove the turbo. Our turbo also sits lower and to the left for lower CG; it also removes all the weight from the cyl head. More accurately, we 'rotated' the engine to provide clearance w/ shorter mount on LH side, taller on RH. The driveline is completely stock and unaffected.

Einstein: Now that it is track proven w/o intercooler and no problems, I have more confidence in raising boost and adding one. The goal was to do this as cheaply and easily as possible for those who want to turbo eliminating more piping/cost and complexity. My Lotus Esprit Turbo runs happily w/o intercooling @ 8 psi. I doubt Colin Chapman had it wrong!

Jaxx and others: If you read 'Maximum Boost' amongst other publications and study some of the most prominent and fastest turbocharged cars in the world, you will not find a true 'log' style anywhere in those applications. They are grossly inefficient.

Regards, Lee