Got Boost?

       When the 2orqueJZ project began we had toyed around with turbo selection. The initial thought was to install a big single. This has always been the go to for big HP Supras. The downside is as everyone knows the ski jump torque curve that starts at 5000RPM (results may vary). The second thought was maybe a pair of twins (who doesn't like twins?). The benefits were typically marginally quicker spool. I say were because turbo advancements have really come a long way and the benefits once gained by a twin setup are less so nowadays . Why not try something different.  Sequential turbos came to mind. This would give the benefits we were after. While the sequential turbo setup would have the results it left me with packaging constraints and complexity. This is where something different came in. Taking some design cues off the stock setup (just some), I decided to do a bit of reworking. The overall design is based around the quick spool of a sequential setup with the free airflow of a parallel system. Needless to say the system requires the use of a couple of actuated valves to alter airflow paths. As for how well it functions, we shall see.

     After getting the engine back in the car the long tedious process of making everything fit began. The turbos are twin Garrett GTX2867R turbos combined with Tial stainless turbine housings. This would allow me to weld to the turbine housings for the valving setup. Boost control is done by a Turbosmart Pro-Gate 50. A Turbosmart Race Port was chosen for bypass.
For aesthetics I chose to go with stainless steel charge piping. Its a bit heavier but so much easier to keep clean than bare aluminum. All pipes were fabricated in house thanks to components supplied by friends at Specific Mechanical . They do not normally supply stainless components so don't bother asking, however if you need a really kick ass brewery setup these are your guys. The intake plumbing is pretty typical of a twin turbo setup going to a single entry intercooler by Extreme Turbo Systems.  Rather than using Silicone couplers for size transitions I chose to use transition cones which allow for a smoother airflow path. This feeds into a beautiful intake manifold from Hypertune.

    Next up came the necessary alterations to the exhaust for the valving and crossover.
 

  And finally I needed to sort out the air filtration and PCV. Every car that is being pushed to the limits needs some sort of crankcase ventilation. Combine forced induction with larger ring gaps and you end up with a larger amount of combustion gasses entering the crankcase. I chose not to go the usual route of installing MASSIVE AN ports welded to the valve covers. In my honest opinion in most cases these are entirely overkill. I chose to run both an exhaust scavenge PCV as well as a recirculated intake PCV.  Here is where you need to be careful. Any time you run PCV back into the intake you need some form of air/oil separator. Oil is a nasty thing in the intake system as even a small amount can kill the detonation resistance of the motor. Do not be fooled by these pretty "catch Cans". They are just that, catch cans. They are made to retain overflows of fluids, not separate oil from air. In a PCV application the oil vapor in the air will simply pass through the catch can and enter the intake. Proper separators utilize some method of condensing the vapor droplets and separating them from the air stream. With this in mind I chose to build an airbox and integrate the separator into it. This improved the look of the engine bay and served to decrease clutter. The air comes from the coldest spot as well, just behind the bumper.

     

      You can also see the valve actuators for the shuttle system. I have some cleanup to do and have to finish the vacuum plumbing and actuator solenoid install but we are getting close. All in all I am happy with the outcome so far. Stay tuned!

 If you have any questions about this build or want some work done, contact me at blaine@carmenaperformance.com. 

Blaine
carmenaperformance.com