GETTING THE SPINS

Installing A Turbonetics Turbo System

The kit is as complete as they come. For builders who hate to find that the manufacturer has cheaped out, you won’t have that problem with this Turbonetics kit. Every piece you will need to complete the install is included in the box.

While it is true that a turbo system does not have the instant response of a supercharger, the new Turbonetics T3/T4 Hybrid turbochargers are closing that time gap. Turbonetics has formed a complete lineup of products that take a T3 turbine section (in standard, Stage 2 or Stage 3 trim), that is then coupled with a T4 compressor section (T04B trim or T04E trim). The result is the T3/T4 Hybrid, which combines the low inertia and fast boost response of the lightweight T3 turbine wheel with the high airflow characteristics of the T4 compressor. These characteristics combine to make the T3/T4 Hybrid the turbo of choice for high-performance import applications.

After carefully removing it, now is the time to check and/or replace the O2 sensor.

As the tranny plate blocked the removal of the oil pan, it is also pulled.

The oil pan is removed so the oil return line can be installed. The crew at Thirteen Twenty Motorsports did this the right way by pulling the pan, drilling a hole and welding in the bung. (However, hold that thought for the moment and we will get back to this step.)

Turbonetics claims that its ceramic ball-bearing T3/T4 Hybrid series offers the fastest spool-up times available to the compact crowd. The company also says that all T3/T4 Hybrids are custom-matched for specific applications and airflow ratings, and are available for engine applications ranging from 250 hp to 450 hp. That seems perfectly logical to us, however, a lot of factors are influenced by the addition of a turbo system, not the least of which is the ignition timing.

All hardware connecting the exhaust manifold to the block is removed. A tip to keeping the hardware separate yet easily identified is to use large Ziploc-type bags. A Sharpie can be used to label them.

Before you strain yourself trying to yank the manifold out, remember that there is a lower bracket that holds it on. It is removed.

To that end, Thirteen Twenty Motorsports added an MSD Universal Boost Timing Master, which allows adjustment of the ignition timing in relation to the boost pressure, plus it has a built-in inductive ignition. That means you can adjust the dash-mounted control knob to retard the timing 1 degree to 3 degrees per pound of boost, up to 20 degrees of total adjustment. The increased spark output of the BTM helps burn the fuel mixture more efficiently and the result is more power.

The manifold can then be removed out the top of the engine. It will help to remove the bolts holding the AC compressor line. This will allow the line to be (gently) moved around, which will help to get the manifold out.

The AC line is pulled out of the way. This gives additional room to get the stock manifold out and to get the turbo/manifold in.

There are two bolts that need to come out for the fan to be removed.

Another must-have product used on this Acura was a new electric fan by Flex-a-lite, the company that pioneered the development of the electric engine-cooling fan and introduced the first electric engine-cooling fan to the U.S. aftermarket in 1978. Now it has specifically designed fan installs for a variety of tuner applications, all to help aid high-output applications.

The oil feed line is installed on the turbo housing.

The silicone connection hose is installed now rather than trying to get a hand in later.

After putting Teflon tape on the threads, the vacuum line fitting is installed

In addition to being 50-percent slimmer than a stock unit (which gives more room for the turbo), it also passes 30-percent more air. This combination is just what the Acura needed, as space is at a premium to begin with and the additional heat generated by a turbo system is dramatic enough to wilt a stock fan. FAL fans use the stock electrical connections and install using the stock mounting holes and hardware. FAL also claims that its fans have 200-percent more “style” than a stock unit. As this unit is a blazing red hue, we have to agree.

The manifold/turbo unit is threaded into place and held with its hardware.

A coating of the copper sealant is also used on the wastegate flange.

But care is taken to only get it on the area that connects to the manifold—not on the valve face.

Though B&M began life as a competition transmission company (it sponsored the likes of Don Prudhomme and even had the only automatic trans-equipped Indy car in history), as of late it has branched out into other forms of performance technology. For this Acura, adding one of B&M’s new CommandFlo fuel flow modifiers was a must. The B&M CommandFlo is a billet aluminum fuel flow modifier that allows adjustment of the fuel flow rate. This lets you properly tune the air/fuel ratio, which is ideal for use with free-flow intakes (like a turbo system) and exhaust systems. George Carrera, owner of Thirteen Twenty Motorsports, also added one of B&M’s SuperCooler oil cooler and remote oil filter kits, which was a necessity given the drastically enhanced performance that this Acura was to exhibit.

To give any waste a way out, the wastegate dump tubes run down and into the exhaust manifold.

A GReddy Oil Filter Block adapter gets the oil going in many directions and the adapters provide an easy way to install oil pressure and oil temperature gauge sensors. It is made from billet aluminum and simply installs between the oil filter and engine block.

For the intercooler piping to fit, the tow hooks must be removed.

Using holes already there, the intercooler is slipped into place

The upper mounts go through the bumper and bolts lock the cooler in place.

After that, it’s connect the dots … um, pipes. Here the lower intercooler pipes are installed onto the intercooler.

With that, the piece of the intercooler piping that runs from the intercooler up to the intake manifold is run. Notice that this length is equipped with the bypass valve.

We were on hand as the crew at Thirteen Twenty in Vista, California, installed the new Turbonetics kit onto this ’00 Acura GSR. Carrera is fast gaining a reputation of building quick vehicles that are not one-dimensional. He built FAL’s Acura last season and it was lauded as a great all-around car, one that was fast, yet also exhibited great handling and visual appeal. For enthusiasts in the San Diego area who are looking for a shop to build you that kind of ride, give Carrera and his crew a call.

The connections that Turbonetics supplies are the good ones, as the rubber sections used to connect feature special silicone-enhanced construction and the clamps themselves are not your average hose clamps.

The bypass valve is connected to the housing via a vacuum hose.

Follow along as Thirteen Twenty installs not only the Turbonetics kit, but also a host of parts from B&M, GReddy, FAL and MSD. HCI

The Missing Link is installed between the MAP sensor and the mass airflow sensor.

The Missing Link will allow the stock MAP sensor to read the additional boost without setting off the idiot light. The MAP sensor is bolted onto the top of the Missing Link.

To provide enough fuel for the newly enhanced system, additional injectors are installed into the intercooler pipe that attaches to the throttle body.

Getting fuel to these new injectors requires that the fuel line be modified. The section that runs from the fuel filter to the rail is cut and two T-fittings are added.

In the seemingly never-ending battle between advocates of high-revving turbo systems and those who say that a supercharger system never needs time to spool up, these players have just been thrown a curve.