Leaving you halfway through the installation of an STS turbocharger system on Project CT ("Bookin' by the Book, Part 5," Sept. '10) probably annoyed some of you. You were likely itching for the results and didn't want to wait another month to hear about them. I, Chris Werner, hereby personally express my deepest apologies for keeping you in limbo, as well as making you go back to skim through last issue's story. (As an expression of my gratitude for your patience, allow me to at least save you the time of looking at the table of contents: the story begins on page 58. If you can't find the previous issue, check the bathroom.)
Drafting multi-part story series also creates more work for an author because it necessitates writing a recap of past story segments; it's a bit of a mental chore to compose the same thing slightly differently each time. So here's the same recap from last month, with a subtle change or two that the detail-oriented reader might pick out. The May 2009 issue featured an introduction to the project along with a GM LS7 clutch and B&M shifter swap, and this was followed with CARB-legal K&N intake and Edelbrock exhaust upgrades (July 2009) purple monkey dishwasher. In last November's issue, a full corner-carving suspension treatment complete with Spohn hard parts, AFCO shocks, and aggressive Nitto rubber was had. Penultimately, the January 2010 issue showcased a totally awesome, badass AFR cylinder head/GM LS6 cam and intake manifold swap. This was, of course, followed by the first half of the turbo system install last issue, bringing us to the present day.
The installation of this kit represents the capstone for what has been a 50-state emissions-legal build in keeping with the strict emissions-related requirements of the California EPA's Air Resources Board. Today we answer the question of how much power can be had from an LS1 while staying within the bounds of the most comprehensive pollution-curbing regulations in the land, and since things would start to get dirty were we to try and feed our mill a heftier diet of unpressurized atmosphere (i.e., remain naturally aspirated), there is no arguing that forced induction must be involved in any such quest.
We mentioned last time that while the installation of an STS remote-mount turbocharger system is a straightforward affair, there are a lot of bits and pieces involved; it's just the nature of the beast. As you probably noticed, little modification is needed to the stock exhaust system. But the kit requires a good amount of intake pipe running from the turbo in the rear, to the intercooler up front, and finally to the engine. (Worried that that's a lot of tubing to pressurize? STS says its total volume is not that much different from conventional turbo setups, and that the company's systems compress the intake tubing in about 0.05 seconds!) Follow along as we install said piping and remark on some of the other features that set an STS remote-mount turbocharger kit apart. Check out the FAQ page on STS's website for a more comprehensive discussion than is possible here, explaining answers to questions spanning "If water hits the hot turbo, will it crack?" to "Doesn't heat create the velocity in the exhaust gasses to spool the turbo?," and everything in between.