i have spoken to a chap today about custom manifolds,and he said he could make the manifold to fit any turbo,so my question is if i was to browse the garret catalogue could i just pick the biggest bugger in there ,have him make the manifold and exhaust ,fit it along with some new injectors,then map it all up?

Or is it a more complicated deal than that?

Yes, easy peasy.

Any turbo?

See if you can get this one to fit...

it would fit in a mid engined roomster;)

it would fit in a mid engined roomster;)

Now there is a thought.....

omg what did that come out of?? wonder what bhp rating that can handle

Would you need a FMIC as well tho?

Lag,what lag?

Would've thought you would have to look at your fuel pump, oil pump, cooling and charge cooling too! Then theres how long the internals would last under such boost...

Would've thought you would have to look at your fuel pump, oil pump, cooling and charge cooling too! Then theres how long the internals would last under such boost...

Probably a turbo-timer and /or separate turbo lube reservoir as well?

Not an undertaking for the faint of heart.

You think a 1896cc engine creates enough exhaust gasses to turn a turbine that big??

I think you're a little limited Gary, in the variable vane turbos available. That's from looking at more 'traditional' upgrade paths though, not sure when you start with custom manifolds etc

I would have thought a Garrett GT17 or GT20, suitably upgraded, would be perfectly suitable

Steve

i have spoken to a chap today about custom manifolds,and he said he could make the manifold to fit any turbo,so my question is if i was to browse the garret catalogue could i just pick the biggest bugger in there ,have him make the manifold and exhaust ,fit it along with some new injectors,then map it all up?

Or is it a more complicated deal than that?

You need to pick a turbo that the engine has a fighting chance of spooling. No point picking a monster that spools properly after 4K RPM for example but then wheel-spins at will.

Have a look on TDICLUB forums. TBH there's a lot of "non-PD" language that I don't quite "get" but equally, some great engineering thought and application.

One point with t'liitle Furby is will a swoopy-loopy manifold be able to be fitted properly between the engine and the firewall?

From my own research... erm... what you REALLY need to be doing is to keep the turbo you've currently got but add a "bad-*** MF" 2nd turbo. That way you keep all of the quick spooling advantages of the KKK unit and add breathing for the top end with something much bigger. If you can fit it all into the engine bay!

There's an interesting thread developing on SCN about this subject at the moment.

PS: Single turbo upgrade, Allard VT2/3 or Turbo-Dynamics stage 2. See thread on the F1 "Briskoda Partners" section.

J.

... what you REALLY need to be doing is to keep the turbo you've currently got but add a "bad-*** MF" 2nd turbo. That way you keep all of the quick spooling advantages of the KKK unit and add breathing for the top end with something much bigger. If you can fit it all into the engine bay!

Straight into the deep ****e! This will be a very hardcore project. I don't think it is going to work out that easy.

Straight into the deep ****e! This will be a very hardcore project. I don't think it is going to work out that easy.

Nope, I agree. I know of only two retro-fit attempts to do this. One's proven workable (as in the car moves and runs) but sits incomplete in Ireland. The other one's "Devon Mikey Boy" on SCN forums. Allard are sorting that one out though so it's got a fighting chance or being completed quickly.

J.

I have a mate around here who upgraded to PD160 turbo, which I think is GT17. It is only slightly bigger, which means with the proper map it became little quicker than standard mapped vRS and has no lag, which you'll inevitably win after fitting a much bigger turbo.

Maybe you should aim something at the middle - something bigger than the GT17, but don't go too far.

ALLARDS, ALLARDS, ALLARDS, ALLARDS. Thats all im gonna say on the matter, When i had my Ibiza Fr even with the 2 turbos i blew up with them there service was still second to none. They dropped prepping 2 race cars the first time to get my car in to sort it out.The second time they told me step by step how to get the turbo off the car when i was 90 miles away from them, they then sent tnt to come collect it so they could inspect the failure, and then 2 days later came to collect the car on a trailer and fixed the car with a new turbo 3 days later.

I would never use anyone but allards for my tuning from now on, even when i get the 20vt next year.

As for the twin turbo stuff, allards name springs up again. Mikes a3 will be a complete success, i have no doubt of that, as alan allard is a genious when it comes to diesel tuning, and thinking of new stuff etc.

omg what did that come out of?? wonder what bhp rating that can handle

You might find that came off a ship! Sorry, didn't notice your post before

I have a mate around here who upgraded to PD160 turbo, which I think is GT17. It is only slightly bigger, which means with the proper map it became little quicker than standard mapped vRS and has no lag, which you'll inevitably win after fitting a much bigger turbo.

Maybe you should aim something at the middle - something bigger than the GT17, but don't go too far.

Not sure on the 160 - I feel sure it uses a GT1749VB, perhaps slightly tweaked from when it was used in the PD150 Golfs. PD130 A3s/Golf Mk4s used a VA model and current PD170s use a VC version of the 1749.

Steve

Not sure on the 160 - I feel sure it uses a GT1749VB, perhaps slightly tweaked from when it was used in the PD150 Golfs. PD130 A3s/Golf Mk4s used a VA model and current PD170s use a VC version of the 1749.

Steve

correct, one point to wardy