LPE's basic system uses a...
LPE's basic system uses a pair of these mid-size Garrett GT30-series water-cooled, oil-fed ball-bearing turbochargers and Forge actuators. The medium-size bodies of the turbos make them ideal for easier fitment and quick spool-up.
We can't emphasize enough how impressed we are with the engineering, fit, and finish of the system. The routing of the various lines and hoses is exceptional. Many of the lines and connectors are carefully measured and custom-tailored, delivering a precision appearance that looks as if the technicians are working on fighter jets. Items like the intake duct to the throttle body are created specifically for each vehicle, for a fit and appearance that exceeds the factory in most regards. To put it simply, it is a world-class setup.
If you're wondering what a custom-fitted, 800hp twin-turbo system costs, have a seat and take a deep breath. The base price is about $46,000, including removal/rebuilding of the original engine, installation of the turbo system and dyno tuning, and a three-year/36,000-mile warranty. No, that ain't cheap in anybody's book, but 800 hp is race-car-level performance, and there are many racing engines that cost far more and make considerably less power.
A thick, 3/4-inch flange is...
A thick, 3/4-inch flange is attached to the exhaust manifold, where the turbocharger mounts. This is necessary to prevent warping under the extreme temperatures generated when the system produces maximum boost. Also note the heat shield attached to the manifold.
"The performance range of this combination is astounding," says Myers. "It drives like a stock Corvette in most driving conditions, but when you call on those turbos, most people will run out of nerve before the engine reaches its full potential. You have to feel it to really understand, but this is power like nothing you've experienced in a street car."
We're not here to debate the value equation of the price. We're here to show you what goes into making it possible. We're keeping our words to a minimum here, too, in order to show you more of the installation details in the accompanying photos.
There's nothing like the rush of a twin-turbo system, and Lingenfelter's is among the best we've encountered. If we could only get a $50,000 pay advance from the HR department, we'd order one up ourselves.
With the passenger-side turbo...
With the passenger-side turbo and its oil-feed line in place, the driver-side turbo is installed and its line attached.
A scavenge system draws oil...
A scavenge system draws oil cycled through the turbochargers back into the engine's oiling system. Because the turbos are mounted low, gravity is not sufficient for draining to the oil pan, so Lingfelter designed a small tank that collects the return oil from the turbos and, with the help of a mechanical pump, draws it out and back into the pan.
The turbochargers are also...
The turbochargers are also water cooled, which requires tapping into the vehicle's cooling system for feed and return. Inserting a junction in the heater hoses does the trick. As seen here, it's double-clamped on both ends to ensure a leak- and blow-proof seal.
Like the oil lines, the water...
Like the oil lines, the water lines to and from the turbos are hard. They're routed around the oil pan, like the oil lines. This configuration is more time consuming to fabricate and install, but if the lines were simply run directly under the pan, they'd be susceptible to damage. To make installation easier in the tight confines on the bottom of the engine compartment, banjo-type fittings are used to connect the coolant system to the turbos.
Next, the down tubes-the pipes...
Next, the down tubes-the pipes that connect the exhaust outlet of the turbos to the vehicle's exhaust system-are installed, but not before they're test-fitted to ensure there aren't interference issues with any of the other turbo-system or chassis components.
Although a metal gasket is...
Although a metal gasket is used between the turbos and exhaust manifolds, the down pipes are mated to the turbos with Permatex Ultra Copper high-temperature silicone gasket mer. It's spread liberally on the mounting flange.
The custom oil-scavenge tank...
The custom oil-scavenge tank also mounts to the bellhousing. The hard lines feeding the tank carry gravity-fed oil from the turbos, while the large flexible hose draws out the oil with vacuum from a pump mounted at the front of the engine. The oil is then reintroduced to the engine-oil circuit.
The custom oil-scavenge tank...
The custom oil-scavenge tank also mounts to the bellhousing. The hard lines feeding the tank carry gravity-fed oil from the turbos, while the large flexible hose draws out the oil with vacuum from a pump mounted at the front of the engine. The oil is then reintroduced to the engine-oil circuit.
LPE uses flexible silicone...
LPE uses flexible silicone hoses for the air-intake tubes and the discharge tubes that feed the boosted air charge to the intercooler. They're carefully routed from the turbos along the chassis rails, with numerous checks and inspections to ensure they don't bind or interfere with the suspension and steering systems.
Like other aspects of the...
Like other aspects of the installation, the intake Y-pipe is custom-fitted to each vehicle. After that, the heat exchanger and intake tube are painted black. The intake feeds the stock, 90mm throttle body, but LPE modifies it slightly to increase airflow.
When the intake tubes are...
When the intake tubes are routed and securely attached, the project moves into the final stages, with buttoning up a myriad of details, including installing the mass air sensor (seen here), reconnecting the fuel system, and performing a number of wiring duties.
Fuel-system upgrades are necessary...
Fuel-system upgrades are necessary for an engine producing about 300 more horses than stock. To that end, LPE installs a set of 60-lb/hr injectors and supports them with a Kenne Bell Boost-A-Pump fuel-pump-voltage amplifier.
The completed installation...
The completed installation gives this Z06-based GTR an 800hp reinforcement for its racetrack-derived styling. More accurately, it put down 625 hp at the tires on Lingen-felter's chassis dyno, or about 820 at the flywheel. We're planning a full feature on the car as soon as possible.
The final major task in the...
The final major task in the project involves reinstalling the exhaust system. As is the case with most turbo installs, a modified exhaust system is required. Much of it is based on Corsa components, but with some custom-fabricated parts also included.
An interesting detail on this...
An interesting detail on this system is the reuse of the vacuum port that once actuated the factory two-stage exhaust system. It's now used to actuate a fuel-pressure regulator mounted at the rear of the vehicle, near the fuel tank.