wareling

Let the transplant begin. Saturday @ 14:14 – I took the old T12 out the previous night (took about 1 hour) The main reason for this install was to have a bit more boost – 14.5 psi to 15.9 psi (1 – 1.1 bar) – but without heating the turbo so much. On the T12 we were getting 13 psi but she ran HOT like HELL. Once everything got fitted and reconnected, the first test run proved that this was the way to go. She runs some much cooler now and hopefully once the ECU is mapped, will give the correct boost. Initially the ECU worked well and controlled the boost to just over 14.5 psi. Then on the open road, the turbo blew the intake pipe from the air box off and the MAF was let out of the control loop. This allowed the turbo to spin to around 21.7 psi on aggressive accelerations – (did this only for a short period since it is NOT good for the engine). Any case, once we got all pipes secured she was back to around 13 psi now. I am going to get Upsolute to change the mapping that they did for me 2 years ago to make the new setup work the way it should. Will post details on what the outcome of this was. Total time spend on the project was around 5 days but over a 9 week period. Install time was around 7 hours with 1 hour to take out the original turbo.

It helps if you have an old engine lying around to build and test before doing the real thing on the engine in the Babe.

Close up view of the new turbo mounted on the spare engine. The aim was to make the least amount of modifications to the new turbo and the existing engine. (Only use adaptor plates and all piping must be unbolted and replaced with modified ones. This allows for a cleaner rollback if needed)

Size does count! Left is the KKK K24 (so I’ve been told) and right the old T12. Check that turbine on the new Turbo – lots of spin to be given. No wonder the S60R rocks.

Side by side with the adaptor plate mounted on the new one. The oil and water feeds / returns on the new one shifted from where they were one the old one. Not to much of an issue.

Another ‘size matters’ shot

Impeller side comparison view – right is the new one.

The space where the turbo must fit in.

Address the problem area from both sides and that is the easiest way to get it in. Once the turbo was fitted and secured, the tail pipe had to be connected to the turbo. Since there is a slight angle difference in the outlet side of the two turbos, we had to disconnect the tail pipe from the chassis and connect it to the turbo first. Once connected to the turbo, we pulled it into place (nice and slowly as not to damage the turbo connection) and fastened it.

Top view of the installed turbo. There is enough space to re-install the OEM heat shield that she was supplied with.

Side view with the delivery pipe to the intercooler not connected yet. We made some adaptor houses for this but I am in the process of making a single connector that will look professional.

Close-up of the adaptor plates once installed. Ready for the first test run. – We finally finished at around 20:30 on Saturday night.

Just another view - will get the head re-done soon - like the color....

1) This is a standard '99 v40 LPT (Low Pressure Turbo) chassis and interior. 2) '04 LPT Engine with LPT Turbo (T12) 3) '04 HPT Electronics (ECU, Dash and all other electronics in the car) 4) Upsolute Chip with custom software to get the HPT ECU working with the LPT Turbo. 5) Boost set to 13 PSI (0.9 Bar) Completed upgrade / re-install of new engine in June 2005. :D

will get the entire babe re-coated in nice red / orange. (Candy apple orange) soon!!! Put the 17" wheels on about 2 months ago - need to get the suspesion lowered somewhat since the wells are to open... 205/40/17