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05/15/08: Close-up of "Intimidator" exhaust (optional) for Stage 1 turbo kits: Not too quiet, nor stealth, but an incredible sound, very high pitched up top. "Sounds like a Murcielago at wide open throttle!" (Shelly Robinson)

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05/14/08: Now running 5psi on Optioned Stage I kit, no traction throughout most of 2nd gear…even with 285/30's on the rear & warm temperatures.

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928Turbosports on the dyno, shaking down a fresh kit installation with a few tricks on 05/10/08: 389rwhp @ 4psi. with optional T67BB turbocharger.

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928Turbosports Video on the dyno, shaking down a fresh kit installation with a few tricks on 05/10/08

http://www.youtube.com/watch?v=TPNy3KPxstE

 

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5-speed 32v S & S4 kits in-stock....top-quality, undeniable technology: 928Turbosports makes it easy to go hunting those pesky Z06's....

 

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'85-86 928TurboSport kits: Shipping: See Stages Page Above
'87-95 928TurboSport kits: Shipping: See Stages Page Above
S'84-96 Euro (M28.21/22) 928TurboSport kits: See Stages Page Above
'80-84 928TurboSport kits due February 2007 (inquire on specifics)

Automatic 928's & Turbocharger kits: Starting 01/06/07, we started our mocking for our automatic single-turbo turbocharger kit. It too will include everything our normal 5-speed kits offer, with only changes in the following areas:   *Turbocharger placement: because the location of the torque converter conflicts with our turbocharger placement, we've moved the turbocharger back about 30" to accommodate the Automatic 928's.  *Mufflers and Catalytic Converters: Because of the lack of space underneath the automatic 928's, 928Turbosports will offer the normal muffler configuration for the Automatic 928's with a custom catalytic converter/muffler combination available (price not yet established) so that you *can* have an emissions equipment-compliant 928 if you desire. Expect these kits to be available in February, 2007.

We have over 8 Years of 928 performance, 6 years supercharging 928's, plus working with tuned 911 turbo's, tweeked 944 turbo's, building 1000hp Supras, etc, that have led us to this point in the 928's life-span, so....

Why a Turbocharging alternative???  Here are just a few advantages…

Low cost

Starting price for fully intercooled turbo kits is under $6300 and include: a complete, polished & lightweight stainless exhaust system utilizing V-band clamps, including layout options & performance catalytic converters if sought, all custom plumbing, all filters, intercooler assembly, brackets, hoses, turbocharger, wastegate, software (See Stage 3) oiling supply & return, fuel management needs, gauges including a Wide-band O2 sensor, appropriate spark plugs, bolts brackets, & everything else you need to adapt this kit to your car. The Y-pipe provided with your kit weighs less than 9lbs!!!  You could easily save $4,000 complete over the cost of an intercooled SC kit once you factor in a much needed exhaust system! We urge you to do your homework!

Quick Installation
Our kits are installed in two realistic days, however, we suggest installing the little items first (gauges, breathers, spark plugs, fuel system) to streamline your installation. A lift is recommended for the installation as you will spend most of your time under your car when installing.  No special tools/parts are needed.. No, this is not a turbo kit that replaces your rear muffler, but a mid-mounted turbocharger system that contains the fundamentals of intake recirculation and emissions compliance (if sought) of modern-day turbocharged cars.

Extremely Efficient Power Adder: No supercharger tested has a more efficient boost curve than a properly sized turbocharger.  Power is exhaust based, so peak torque comes on earlier than most supercharger kits & is non-linear as SC kits are, so your torque will always be considerably more.  Peak horsepower will also be higher than the most efficient SC kit as 5psi boost on a more efficient turbocharger will yield more power than 5psi on a supercharger.

Air/air intercoolers VS air/water intercoolers.  Spearco highly recommends their air/water intercoolers where the application is generous in 3 ways: large & efficient intercooler, highly efficient & large heat exchanging radiator, & fast-flowing system. It is also highly recommended where an ice chest can be used to pump chilled water into the intercooler (for drag racing purposes).  On the street, your air/water intercooling system is only as efficient as your heat-exchanger: a huge concern on the 928 as putting a hot heat exchanger in the nose, in front of the condensor & radiator will decrease the efficiency of each, allowing for hotter-running engine conditions if sized properly. Air flow for fender-mounted exchangers is inadequate for the size of exchanger Spearco requires for adequate BTU distribution.

Luckily our air/air intercooler has proven to be very efficient w/o compromising engine temperatures. On our test car, with the lowest spring pressure possible (3psi), the observed ambient temperature in the dyno room was 85 degrees. At idle, the charged air pipe downstream from the intercooler measured 90 degrees with the pyrometer.  @ 6500rpm @ 3psi, the pipe was measured via pyrometer @ 93 degrees. Charged air temperature before the intercooler was measured via pyrometer @ 6000rpm to be 139 degrees.  Even with low-boost initial testing our high-flow intercooler (Spearco tested & rated to 650+hp/tq at only 1psi pressure drop) proves to be VERY efficient: obvious with our last blazingly fast 1/4 mile speed (for a 20  year old stock 928): roughly the samp MPH as twin-screw supercharged/Air-water intercooled 928's make at 2-3psi higher boost!

All related performance items included! 
Other solutions today require DAYS of installation, customization, & troubleshooting to get right, all this on top of the $8k (intercooled kit, $5300 min. w/o intercooling) you've already spent on the kit & parts, and you still need a quality, performance exhaust system to maximize your power. It would cost well over $2000 to have a system that would challenge the 928TurboSport exhaust system: 100% polished, lightweight, stainless steel, v-band clamped in it's entirety for easy installation + a variety of options to allow your expensive X-pipe, or add a catalytic converter, or even a secondary (quieter) or louder muffler!

Best Arrangement of Power Available to the 928

Turbocharged - Full boost @ 2500rpm, intercooled, sized efficiently for a 5.0 32v 928 motor.

  • 4000rpm peak-boost power band during maximum boost (Supercharger kits have a 1500-or-less rpm peak boost power band)

  • 2-3psi MINIMUM more boost over SC (centrifugal) kits during peak torque (lower) RPM's dramatically increases usable torque, equaling 40-60-ft more torque on average during peak RPM's & considerably more torque present throughout entire torque band past 2500rpm. Torque is related to boost, & boost comes on fully at a low rpm, not rpm dependent as it is with most common superchargers.

  • Peak Horsepower for the 928TS Intercooled kits will be similar to expensive supercharged & intercooled kits at similar boost pressures, however, the overall Horsepower curve has been dyno-proven to be 40-60hp higher than the SC kits from 2500-5000rpm power band.

  • Supercharged: Roots-type: not as efficient as a centrifugal blower and require more boost to equal the power/torque of the more efficient Turbocharger systems, but good low-end torque. Engine cooling & heat-saturation, & weight remain current topics on Roots-type kits on the discussion forums.

  • Supercharged: SEE DYNO CHART COMPARISON AGAINST OUR STAGE 1 KIT (Pictures Tab above): Centrifugal: efficient, though weaker low-end torque boost compared to a properly-sized turbo system, as boost is RPM-dependent (linear).  Poor induction setups on the 928 due to the blower inlet location being within 3" of the back of the radiator.  Cannot efficiently intercool pre-S4 928's w/o a custom setup. Heat saturation, belt whine, blower grind, & belt alignment are also issues/discussed

  • Stroker engines: a very cool yet also expensive option: $3500 crank (+ shipping), + rods & pistons, cam & headwork, a full exhaust system, fuel system upgrades + piggy back or custom chip tuning. You could easily spend 15-20k on your engine & not be able to touch the power/flexibility of a turbocharger kit on your stock engine (based on boost & tuning obviously). 

  • NOS: No other power-adder will stress your 928's drivetrain the way Nitrous Oxide can. It's an all-or-nothing power source, that "jars" every drive component of your 928, especially your bearings!  Progressive NOS controllers are very expensive & only as good as the solenoids that allow gas/fuel to pass: one mistake on a gas valve & your motor will be toast before you complete your gear!  A Nitrous back-fire will cripple your engine (& hood!) until all the components damaged by this mild explosion are replaced. Ouch!

Emissions-Compliant in a matter of minutes::
Our kits are mostly compliant and do not disturb the car's emission equipment. Kits can easily be made to be fully compliant with the additional (if optioned) of a high-flow catalytic converter and an intake-re-breathing system. (An air-pump extension tube + re-breather line is necessary to maintain proper emissions, as the normal kits vent these two ports to atmostphere.)

Quality:
Quality takes the front seat in our kits. No amateur welding, no guesswork, no no-name brands to guess about. Feature vendor names in our kits include: All parts are brand new & Brand-name, including: Precision Turbo, Tial Wastegates, Boostlogic turbo plumbing manufacturing, Aeroquip lines & fittings, Mocal oil pumps, Bosch fuel injectors, Bell Engineering Fuel management units, Spearo Intercoolers, Samco silicon products, AEM Wide Band O2 sensors, VDO gauges, NGK Spark plugs, & so on!

Tuning: Our kits are designed the way all new turbocharged cars are designed: with the turbocharger drawing air from the air flow meter, and recirculating (downstream from the air flow meter) all extra air so that your engine only ingests what it requires depending on your throttle position. This design allows seamless running conditions and on/off throttle transitions, making your car feel as stock as it can until you're on boost.  The supplied Wideband O2 sensor will immediately let you know how your car is running & if fine adjustments need to be made to your fuel curve (accomplished via the adjustable regulator).  Ultra-fine fuel map adjustments can be easily accomlished with or without the use of a dynomometer by using our Optional SMT-6 Piggy-back fuel (& timing) computer, a laptop computer, and your wideband O2 sensor as the basis of your tuning.

Cooling: Feel free to experiment: remove your air tubes on your 928, & drive around for a day & observe your engine temperatures: heat is MUCH more free to circulate with the cool incoming air, so heat "soaking" around your engine is reduced, meaning the heat leaving your radiator is removed quicker, allowing your radiator to work more efficiently.  The result is a cooling running 928. Our test cars show an observed needle change of about 3/32" on the gauge, or about 15 degree difference as observed via a pyrometer. Of course, we must acknowledge that our test car had our kit installed, so the low-restriction exhaust accompanying the kit may have helped with the reduced temperatures.  Regardless, it ran MUCH cooler when on all accounts, peopled expected the car to run hotter.

The placement of the turbocharger is in the air-stream of the under-body air, allowing enough heat to escape from under the car to not allow any measurable temperature differences to be measured inside the car or by touch from inside the car. This does NOT adversely affect the turbocharger's efficiency as full boost comes in well below 2500rpm!

Our intercooler was designed to NOT obscure any required air entering the radiator or condensor, where the 1010cfm-flowing intercooler (@ 1.5psi pressure drop @ 650hp/1010cfm) is 3.5" think & 11" wide & tall, allowing very cool after-intercooler temperature while being small enough to not restrict air to any measurable (pyrometer) water-neck temperature or observed needle change on the temperature gauge.

Ground Clearance: Our Test 928's have been lowered between 1.5" & 2".  As such, we have yet to bottom out our kit on any of the MANY speed bumps or other obstacles with the 7k test miles we accumulated. If you feel such, we can provide for a small price a bump shield to cover the turbocharger's vitals, but even our oil accumulation tank has been custom-built by Boostlogic (Polished, proprietary aluminum scavenge tank) to hang higher than the lowest part of the turbocharger.

Consideration of Porsche's design: To maintain the properly engineered aspects of the 928's engine, the Y-pipe has been carefully measured to offer the same "pulse-tuning" as the orignal exhaust system, allowing smooth idling & driving around town, and a more european, higher-rpm-sound to the system as you build boost. The sound is VERY 928, yet intriguingly turbocharged, sounding more like the incredible-sounding 2v 928 motors than a 4v motor. An extra oxygen sensor bung has been symmetrically placed on the driver's bank secondary pipe for use with the wide-band O2 sensor included in your kit.

Security: Unlike the easy-to-steal rear-mounted turbocharger "universal kits" that can be purchased & adapted to a 928, our 928-kit keeps the primary components well out of reach of would-be thieves.

To give the best, you have to incorporate the best help you may need: for us, it was an effort assisted by the below companies:

www.BOOSTLOGIC.com

www.PERFORMANCE-MOTORSPORTS.com

www.TUNINGCONCEPTS.com

www.TURBOKRAFT.com

 

 

Precision turbo: www.precisionturbo.net
(Turbo & Intercooler)

Tial Wastegates: www.tialsport.com

 

Do not hesitate to email for further information & the latest kit manufacturing pictures! Porschesolutions@gmail.com