The new 5sfte, UPDATE: engine has low compression... Options

[6strngs]

well, after tearing the car down basically and replacing a lot of things. coming inches from giving up, and then changing my mind, and problem after problem, I've got another problem. My turbo blew. Some say it was under-fed oil, others say it was over-fed. In any case, it doesn't work. Well, this is the second turbo to blow on this car... the first one had problems from day one, but was used with an oil restrictor the entire time it was on the car... it lasted not even a week. the second one lasted about 2 months, and blew on the first hard run that I did after installing the restrictor. I'm not saying that it caused it, though it does really look like that, but everyone else on this website is using a restrictor without problems and swears that they are necessary, so I will still be using one on my new turbo. which brings me to that, I'm getting a new turbo. This time, a Garrett T3/T4 hybrid. 46 trim, .63 A/R. should be good for a couple more horsies anyway here's a list of some parts that'll be going on hopefully next week:

Garrett T3/T4 turbo, 46 trim .63 A/R
Tial 38mm wastegate, .7 BAR spring (10.15 PSI)
Ebay CT-26 to T3 manifold adapter
Custom 3" downpipe
Custom 3" Aluminum intake (thanks to CaliJeff)
Greddy oil catch can (again, thanks to Jeff)
Battery relocation

all the flanges, gaskets, and oil lines will likely be coming from ATPturbo.com who are located about 30 miles west of me anyway, I'm going to try to take a bunch of pictures and document this as best as I can. I'm going to be trying to do this without removing the A/C like I believe Shannon did. so, it's gonna be a challenge. but I'll figure it out one way or another. Anyway, here's some pictures of what I have so far, the rest should come in next week:

CT26 to T3 adaptor:


Intake:


Catch can:


more to come soon.

This post has been edited by 6strngs: Apr 15, 2008 - 10:58 PM

[presure2]

hehe this is good stuff.
i know we've already covered some of this stuff, but ill add it in here for future searches.

i would start with a smaller 5.5psi spring for the Wg. ive seen dynos of 3s guys making ~270whp @~14-15psi, so 10 psi "should" be ok, but, i would definetly go on the lower side to start with, just to stay safe.
boost control is gonna be CRITICAL to this setup. one small mis-step above 10psi (your WG spring) and your motor will be toast.

you "can" fit the downpipe and WG dump tube in there with the AC.
things get a little hairy when you want to locate the oil filter relocation on the passanger side frame rail.
the lines and all that stuff start getting close to the belt and stuff, and for shannons car, it was best to just remove it.
they arnt mechanicly inclined enough to keep a close eye on that, so for reliability concerns, we removed it, so that they wouldnt have to worry about it failing on them down the road.
couple notes about that adapter:
use factory hardware on the manifold side, it will give you more clearance to tighten the nuts.
be sure to check all those bolts after the first couple heat cycles.
ATP makes some really nice Vband flange adapters for t3 outlets. ill tell ya, i swear vbands are the BEST.
makes installation and removal a snap.
an extra expense, no doubt, but worth it IMO.
now, 2 questions.
how many miles on the motor?
have you done a compression test lately?

i cant wait to see you get this up and running.
hopfully youll have better luck with it than what you did with the ct-26 based setups.