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Champion Motorsport 68mm Turbo Build Update
There has been a ton of talk about our Champion Motorsport 68mm (exducer) Billet 3 piece compressor housing, etc… turbocharger. Most of the talk has not been from us, but regardless of that, the anticipation level from the community has been very high. We have received so many e-mails, I literally built a generic response to respond with. Point was, we designed the parts, we simulated their function in the computer, but the fact remained that we had not yet completed a build with them. For one, we were very confident that they would produce a power level that would exceed the limits of the standard engine, and we did not own a car, nor have a current customer that wanted to go with the required internal upgrades. Remember please.. this is our opinion, the opinion of a company that warranties each and every job that we do (and is some cases, some that we do not). Then we had the tuner talk… those saying that the turbocharger will never produce the number we claim, or those housings (both compressor and turbine) will never follow the air, nor produce the boost.. this from people that have never seen or touched the parts, but I guess some just think they know?
This car came to CMS under a bit of a veil of controversy.. lets just call it “the situation” that many of you are aware of. The car came to us as a customer car to be built out, and however it worked out at the dealership, the customer left happily in a brand new GT-3. Taking his turbo as a trade in, it became our first 68mm turbo test car. Side note, the GT-3 is already in for upgrades !!
Let me outline the power kit first, as it is “mostly” off the shelf CMS power kit upgrades.. I will explain.
-CMS 68mm billet turbochargers… we have all read about by now.
Built on standard 997.1 cores, with proprietary turbine mods.
-CMS intercoolers, complete with hoses, etc..
-CMS 3 into 1, 1 5/8 primary tube equal length headers
-Werks 1 T-pipe in carbon, complete with 82mm throttle, and silicon hoses
-Werks 1 Y-pipe in carbon
-Siemans 83psi injectors
-BBI Ignition coils
-Werks 1 carbon turbo inlet air recovery air boxes (these are prototypes, but are going to be mass produced as we are completing the molds now)
-Finally, the stuff that makes it all work… GIAC TUNING ! Until you have tuned and data logged with the tools GIAC has, your eyes are shut.
-Tubi Race exhaust
-The car is a 2007 997TT with 30K miles on it, and it had never had a prior upgrade, your basic virgin.. well except for the 30K
The big hold up on the project was the carbon inlets. They have to go on before the engine goes in, and the way they fit around everything, a few test fits had to be done, all while keeping a busy workshop running smoothly.
OK, Car built, driveshaft out, and onto our in house Dyno Jet dyno. Our Dyno Jet is a 4wd unit, but it is non linked, and you cannot run with the driveshaft in or it kills the front diff pretty much instantly. You also do not get over boost (the way we like to tune them) but we took the opportunity to log some data, and get the systems all functioning, before packing up and heading for a Mustang 4WD dyno. The results on the Dyno Jet were ridiculous, so ridiculous that I am not even going to post them, because they were false. Peak power and torque were beyond believable at the mild boost levels we were asking for, but we did accomplish what we were after. Side note, in playing with the dyno jet, you can switch from SAE to DIN, STD, ETC… I noticed that there is a really big jump when switched to STD. SAE is what we use for all of our atmospheric corrections, so just be careful when comparing graphs, because it is a 25whp jump from SAE to STD.
Back in with the drive shaft, and off to our favorite 4WD Mustang for some real results. Let me first say that the purpose of this testing is to prove the versatility of this power kit, and mostly the potential of the turbocharger itself. So the results I will be posting are recorded on race fuel, and at various boost levels, some very high in order to push the limits. Most of our CMS GIAC tunes are tuned in the race mode up to 2450mb, so we started there. Next we ran it up to the limits of the standard boost controlling capability of the MAP sensor 2560mb, and then Garrett (GIAC) performed some magic at our request and we pushed it right to the limit of 3020mb (29psi at sea level). We ran it at this boost level only 1 time, as we did not bring a broom, and I just did not feel comfortable at this power level with a stock engine regardless of what others say. The graphs are below, and there is also a short video clip, and some photos from the day, one showing the weather conditions for the day, which were so good, that this was one of the first times that we have seen the correction factor substantially reduce the SAE numbers. Yes folks.. 700+ ftlbs of torque, and 770 WHP is not only possible, but it is now FACT… keeping the OEM electronics completely intact, as well as the factory VTG boost controlling system. Another note.. for anyone using a Mustang Dyno for tuning… we set the dyno that we use up with the same parameters that GIAC uses in their dyno, IE: Weight, accel value, max change value…etc… If anyone would like to set up their dyno for consistency with our tuning, e-mail us for the Mustang Dyno setup spec sheet.
We still have to complete testing of the 91 and 93 octane files, we barely touched these so far, but there are 4 cars being built with this setup for pump and race files, so the results will follow shortly. I should also add that the 29psi files will not be for just anybody. We will release a pump and race GIAC file that will be backed, with the purchase of our complete power kit, by our CMS best in the industry warranty. The 29psi files will require engine internal upgrades or basically the customer is “on their own” in regard to engine reliability.
Last comment: This is Wheel Horsepower, and torque. CMS does not make crank HP and TQ assumptions, but feel free to let your imagination run wild.
Champion Motorsport 68mm Turbochargers | DYNO Run from Champion Motorsport on Vimeo.
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