911, 911 Porsche, 993TT, 997TT, Imagineauto

Gone But Not Forgotten

As many know or don’t know it has been since April of 2009 that I closed ImagineAuto. It was a dream that I had since I was about 11 that some day I would be one of those guys that could not only understand what I was looking at in the engine bay of a 930, but better yet one of those guys that could make them fast…night after night the posters on my wall reminded me why rocket scientist were German!  See, I got my passion for the cars when my mom remarried. I remember sitting in our trailer drawing a Chevelle SS. (After all I grew up building these cars along side of my father. Everything from 1930 roadsters to a 70 Z28 with 4 on the floor. We painted it candy apple red with gold racing stripes. That car was the fastest car in Wyandotte county for years!) as I sat drawing I heard the rumble of a V8 yet not like anything I had ever heard. Mom tells me he is here and says come look at this car. To my amazement there sat a silver 928. My first reaction was it looked silly. Bug headlights, round back and low to the ground. Nothing a good set of leaf springs and traction bars couldn’t fix. As we headed to dinner (Princess Garden) I asked a million questions about the car. I remember the smell and the feel of those seats as I poked and prodded every thing in the car I could. Much like Quinn does today. What intrigued me more than anything was this little V8 was faster than any 396 pushrod motor we had.

My passion continued to grow as I talked my step dad into buying any book about Porsches I could get my hands on. I realized that these funny little cars were something special and I wanted to be a part of that.

So we fast forward to my entrance in the teen years, Jr high….well was not something I thought I needed and I spent my days day dreaming, harassing other students and causing trouble where ever I went. The end result was C’s, D’s and F’s my first quarter. This did not sit well especially being the son of a Dr. My punishment was I was to go to my room every night, do my homework and read a book. At the end of the week the book had to be completed and a report was due to my dad on Sat morning. The only freedom I had was to choose what reading material I wanted. So naturally it was always a book about Porsches. At the end of the semester I had managed to make the honor roll which was nothing more than a byproduct of my dad structure. I quickly realized that if I ever really wanted to own one of these cars my grades would be the key to getting a job that would allow me to achieve this.

The week after I got married, graduated from college I bought my first Porsche. A 1967S 911, I owned it four hours and it dropped the chain tensioners  and crashed every valve in the motor. I looked for an economical way to have it fixed. When I found what I thought was the guy he put the car on the lift and took it off quickly showing me that the body was in such rough shape the floor was pushing through on the lift. I had decided at that point my quest for knowledge would never end until I new as much mechanically about working on these cars as I did statistically about them. There was a long road involved but I will just fast forward to many years later.

Upon buying my first 930 I made a mistake and put my hand where it shouldn’t be while working on it. I cut a couple of my fingers off and ended up not able to do much for a couple of weeks. Laid up at home I signed up for a email list called “Porschelist” (now rennlist)I was one of the first 50 members and quickly gained the respect of many by helping answer questions and offering free advice on performance upgrades. That eventually grew into the realization that I could actually make this work. And So Roxanne and I took the drawings of logos we had created as a dream so many years prior and opened our doors.

I have been blessed to have taken a dream and make it a reality. I could have never done it without the hundred of customers to have crossed paths with. So many great memories and more fun than anyone should ever be allowed to have! So I thank you guys for allowing me to make your cars an ImagineAuto build. my gratitude will forever be present. It will never be forgotten how I got where I did. It was because of you guys.

I miss getting to the shop before the sun started coming up as summer started to change to fall. Those morning I walked to the shop, coffee in my ‘No Spin” mug and the rush of the cool air as I opened up the doors and the smell of the humidity on those cool morning. Admiring all the cars around….I thought it would never end.

Where and what am I doing today? Well, I still have the occasional Porsche here to work on but only on the weekends and after I get home from work. So if you need a motor built I am still around just in a very limited capacity :=)

I now am a business consultant for ADP in the risk mitigation department. I look at company’s internal process, hard and soft cost and figure out ways to stream line core functions and processes to impact their top and bottom line. I have been doing this for a little of a year and thankful that someone else is now writing my paycheck. It has been a rough couple of years. Change is inevitable, growth is always optional.

I am divorced and the boys continue to grow and tell stories of their once famous dad and the yellow 997TT that we use to prowl the streets with. They are now 11 and 8 soon to be 12 and 9 in Feb. regardless of the good or bad they continue to grow. I often remind them out of all the things I have created they without question were the single best thing.  They make me a great dad! I am still blessed.

Cars, well I would never not have a Porsche, right?! I picked up a 94 3.6T conversion that was a mess when I bought it. Would start but not run….But I promise to post about that in the future…..

911, 911 Porsche, 993, 993TT, 997TT, EFI, Porsche News, porsche performance, Projects, turbo Porsche

iA moves in to a new world of custom programing!!


For years ImagineAuto with my lead have been tuning turbos of many generations. Most of our major tuning in house has been on the various EFI systems installed from electromotive, Autronic to Motec. In years past we grouped with GIAC to help with program our TTs, Boxsters, 996s and so on. The biggest hurdle for us was always the time it took to deal with the larger companies and really getting the level of tuning we knew and wanted. Tuning EFIs for the last 15 years I am very particular about what I want for our customers and what they need. Always getting there is a different story.

Our relationship with EVO spans back since the beginning of both companies introduction into the Porsche tuning world. We have grown and built our companies together like two fathers watching their children grow on the same baseball league.


EVO Motorsports and more specifically Todd Zuccone over the last 1.5 years had been working behind the scenes to elevate the same issues I was having so he acquired the means to tune and headed down the path to become educated in a very complicated program. The end results have been nothing short of staggering.


How does this come into play with myself and iA you ask…Well, on many levels with the knowledge of tuning I have had for the last 15 years and what Todd has acquired in this specific arena and OBD port flashing and tuning we are now truly able to write and program for any Porsche with our exact needs, wants and criteria in mind.  There are only a few people in the industry associated with the EVOMSit software that can write it in house. We are one of those selected few that have that ability. So no more canned programs where we rely on the program accepting and moving parameters as much as 20% to compensate for broad tuning. We can specifically tune where and what maps we want.



EVOMSit is dedicated to achieving ultimate perfection with the upgrades and services that we offer.  ECU tuning is an art and having the ability to manipulate various different Porsche ECU’s is something that only a handful of companies throughout the world can successfully perform.  EVOMSit is one of these elite few that can live tune Bosch and the Siemens-VDO ECU’s in house; however this is only a piece of the equation.


The other critical aspect of successful ECU tuning is to possess complete hands on mechanical understanding of the latest generation high performance Porsche engines.  This is the foundation of  EVOMSit and there are no other US based aftermarket performance companies that have more experience and has built more engines than Evolution MotorSports has.  We have practically reengineered the entire Porsche flat 6 engine and we have manufacture our own components that replace the OEM internals.  Combining these two equally important facets of the engine tuning process clearly sets  EVOMSit as a true leader in all aspects of engine tuning and development.



Our testing and performance validation procedures are carried out under very strict conditions including dyno power testing and drive simulation, street driving as well as on the race track.  Our modified vehicles have been tested by professional race drivers for independent validation and product feedback at the Bondurant test track. We test vehicles with various different performance components, exhausts, intake systems, turbos and we ensure our software is compatible and yields powerful, consistent and reliable results.  Our portfolio of performance software is available for all late model Porsche vehicles from 1996 to the current model Cayenne and 911 DFI engines.

911, 911 Porsche, 993TT, 993TT Exhaust, engine rebuild, Forced induction, Porsche, Porsche exhaust, porsche performance, Projects, TT exhaust, turbo Exhaust, turbo Porsche

993TT Exhaust system, the rebuild continues

As we continue to move forward and bring the 993TT to its original glory and then some the parts keep coming in. While I will probably have to chance the configuration a little bit to accommodate the center outlet of the rear bumper. The design of the new Fabspeed system is phenomenal. What is most interesting is there are at least 6 configurations you can run with the full system because it is modular. If you look at the pictures and you are familiar with the TT exhaust you will notice that the position that the cats sit are detachable. This is so you can now run cat bypasses on the days you feel sassy. On the days you are in your Green mood you can place a set of  HJC high flow racing cats in. It is quick once the system is on the car, unboltt the v-band and remove and put the bypass or the cat in and you are ready! In order to get the air to the cats the velocity is picked up by changing the heads from a flat merge design to a triangular merge. This increase velocity of the exhaust gases as it is spun through the collector. This causes an increase in TQ but also lower spool times since the air is moving quicker to the turbo. Still equipped with heat the headers will continue to provide as factory unit did but with more HP and TQ. You also can not deny they look damn good too!

On my old 993TT (rest in peace) I went through several mufflers. My thought always was why not make something small. There is no reason to have these huge cans on the car. Well look at these!! Straight through cans that are tiny yet effective from making every neighbor mad within a 2 mile radius. Oh, believe me if they are sitting on the deck having some vino they will hear you coming down the street, but inside they will never know you have made it home. As far as the experience for the driver, well if you have a 993TTyou will just have to find out yourself =) These like the rest of the system are totally modular and can be fitted with a bypass all together if you wish. Alignment of the oval tips (another signature piece from Fabspeed) is not going to be an issue as they are fitted with several v-band connections to allow movement in any direction.


My old TT


911 Porsche, 993TT, engine rebuild, Forced induction, turbo, turbo Porsche, Uncategorized

A diamond in a rough. A rebuild of a 993TT


Meet the new project of the family. This is our nameless 97 993TT. She is nameless because every name I come up with Roxanne doesn’t like. After all this is to be her car. We acquired this 993TT with 9K miles on her. Yes, 9K. Sadly enough someone thought they needed the car more and barrowed it. They didn’t take anything that would make them real money, rather they took things they thought might. Anything aluminum was removed or at least what they could tear off to be sold. They ripped bumpers instead of unscrewing them, cut harnesses and tore panels trying to get to the airbag. They took every fuse and relay in the car. We ended up with the motor but that is it. No intake, not exhaust. Nothing but a long block. The original owner and I came to an agreement and I purchased the car complete with a clean title.

In normal fashion I wasted no time coming up with parts. Some here, some there. The list when looked at is very intimidating. I immediately came up with an oil cooler, lines, AC condenser, fan and mounts. We still need to source an upgraded cooler. All in due time.

The motor we also were able to find most of the upper parts from LA Porsche. Thanks to Todd and Sara they will make it possible to complete the motor once and for all. The motor is also far from stock. It is a 3.8 liter with Carrillo rods, flame rings, o-ringed spigots and more. The motor on C16 can make well over 800 HP at the crank. Turbos were originally built and fitted. We will one up these and install GT3076s. They are rather large turbos but K24s with this type of build will be hard pressed to even make 550HP.

She is fitted with Bilstein sport suspension, monoballs, larger sway bars and a hand full of other goodies.

The body escaped most of the damage the interior suffered and various parts. The major damage was to the rear quarters. They chose not to unscrew the rear bumper rather they ripped it off causing slight buckles in the quarter. Not to worry this is a very easy fix and can mostly be PDRed!

I originally had purchased Euro S bumpers and have since acquired a pair of Ruf bumpers. The rear is complete with the center outlet for the exhaust. While some fabrication will be required to make it work Karl and I thought this touch would be nice and well worth the effort.

The wheels were originally SSRs and as you can imagine were never to be seen again. The original wheels were purchased with the car but I am not much about anything original. The first 993TT I had RUF wheels fitted to it. Heavy but stable and a very nice ride I enjoyed them. I transferred these to my 01 996TT then finally sold them off to a friend of ours. Since then he had decided that he wanted to sell them, I was first in line. I purchased them and sent them out to be powder coated artic silver. This should prove to be very durable in comparison to paint.

The interior looks worse than it is. In the box of goodies from LA Porsche there should be the airbag covers and the side quarter panels. The original front and rear seats came with the car since they were removed to install a bar and GT3 seats which ARE gone.

Sadly it was a week of craziness and the bumpers came in on Tues and it was yesterday that I finally opened them up. The box of goodies from Sara and Todd I have yet to unpack!


Fitted with the front S Euro bumper.


This should have gotten the stupid of the year award. Too bad the bag didn’t go off in their face!


They couldn’t get the roll bar out that bolts in to the seat belt holes without doing this!! Idiots.


Bilsteins and Monoballs installed.


Motor as it sits. I had purhased a NA intake and was going to change a few things to make it a TT setup. That has since changed of course.


Classic wheels, in a world of bling, something with class.


Front RUF bumper. Needs some tweaking but we are up to the task!


Damn inspector again. Making sure the bumpers are in fact not like the old ones. She approves!


911, 911 Porsche, 993TT, 997TT, Forced induction, porsche performance, Porsche transmission, Porsche transmission rebuild, turbo Porsche, Uncategorized

A time for change….A 930 transmission gear swap


When one opens up a book and sees this many parts the normal person would run like hell. Many years ago when I opened that book I must have a laspe in sanity because I went, “COOL”! I think I can put that back together. I must be insane, but that probably has been well documented by now.



I will do my best to explain how and what we are doing here. I say in all seriousness do not try rebuilding a tranny unless you have prior experience. There are measurements and work that is not going to be discussed here for times sake.

For those wondering when I have time to do this and where is their 3.8S X51 swap in the Cayman and my 930 EFI conversion I assure you they are being done in the background.

  This steed of a tranny is out of a 79 930 that is one hell of a good looking track car. Tartan interior still in and complete. The goal with this gear change is a to have a radically long first gear with short ratios in-between the later gears. This keeps the car in the rev range and the turbo spooled. As you inter the next gear based on the math done you will be in the meat of the RPM band and therefore in the TQ band as well. This is always an issue with a turbo car since the turbo must spool up and that is always based on load and where it occurs in the RPM band. I am not certain that the pit crew isn’t going to have to push him out of the pits with this tall of a first gear but once going it should be a treat to have 450HP on tap as soon as you come out of a turn. No, I didn’t forget to mention the ratios. Do your own math =)

I realized that I didn’t shoot a picture of reverse gear on the tranny so this is the where it sits over the nose. You will need to remove the nose cover and access this gear and remove it.


Ok, now back to the nose. Throw the reverse gear back on and the nut. Same deal, TQ and punch the head into the shaft. If you are going what the heck is this guys problem, violent with all the punching you have not read the whole article. Lost turn, go back to start!

Once the bearings are off it is time to pull our gears off. Karl offered some excitement. I believe this is the same pose he did for the centerfold of, mmm what magazine was that again? Oh never mind. Once the nose cover is removed you will want to get an impact and take the stationary reverse gear out. In the picture above that is the lower gear(big one) in the pcture. Once this is complete you will need to remover all the 13mm nuts and spring washers from the int cover. This is where our gear sets are.


Next you will need to remove both sets of nose bearings. On the output shaft you will need to impact the nut off of here as well. Same as you did for the pinion shaft. The next thing is to use a pair of gear pullers and pull the nose bearings off as they are keeping the gears and cluster in place. Once this is done you can pull the gears off and the party gets going. Make sure you set the phone to vibrate, you do not want to forget where these things go.


Once the bearings are off it is time to pull our gears off. Karl offered some excitement. I believe this is the sam pose he did for the centerfold of, mmm what magizine was that again. Oh never mind.


Next remove the detents. These are under three 17mm bolts in the diff cover. The purpose of these is to center out the shift rods which in turn center the shift sleeve and keep two things from occurring, one is riding in the syncro and wearing it out to soon and two is to keep some hot rod from grabbing two gears at the same time. Like 2nd and 4th. It has been done. Don’t ask me how I  know.  Under the bolts is a long spring then the detent that pushes on the rod.



Now pull the gears off. Keep in mind that when you pull a gear set apart there is a larger gear and a smaller gear. How the tranny works is these two gears make up your ratio. For example 28:25 means one gear has 28 teeth and the second gear has 25 teeth. gear has the syncro and syncro teeth on it and is locked into the stationary gear when you move the shifter. The shifter pushes the shift sleeve over the gear and locks the center that is in between the two gears (it is stationary to the rod) and the gear together. The syncro simply slows the speed of the gear spinning freely to match the rest of the cluster without grinding. You really need to pay attention during this process. There are lots of little needle bearings, spacers, shims and so on you will loose or forget where thet go. In addtion there are a few gears that have to go a certain way or you are in big trouble down the road.



Once the gears are off you can start putting the new gear set together. You will need to installthe syncro teeth (process not shown) you will need to fit a new syncro and install the syncro stops and clip on the hear gear set. Here is the first gear compared to the OEM setup. The new set is on the left and the old set on the right. Look at the difference!!dsc02119.jpg

So before we start putting things lets talk about why my transmission grinds, pops out of gear or is hard to get in gear. The first line of fire to the gear is the syncro. We have established that its purpose is to slow the gear up to the cluster or better yet match the speed. As the syncro wears it looks like this. This one is in pretty good shape and as they wear chunks will actually come out of it. This causes the shift sleeve to be forced over the syncro as the speeds are not right.


Here is a brand new one.


Here is the second question. I changed my syncros but the car still grinds. Why? Well once past the syncro the shift sleeve has teeth in it as well as the actual gear. The little teeth on the gear are often referred to as “dog teeth” these mate with the sleeve teeth. When the snycro can not slow down these teeth have to take the blunt and mate. The pressure you are putting on the shifter forces them together. The sharp edge of the teeth will wear or even get knocked off as this continues. This is a worn set of dog teeth. Notice how they are blunt and shiny. Yea, these are toast.


And…the new one.


Last question I get is why does my shifter flutter downshifting or pop out of gear. The shift sleeve which combines the two sets together will get worn. It will wear a pattern larger than the syncro. As the shifter sleeve engages the masses it is held into place with the pressure from the syncro and the teeth. If this becomes two worn then the pressure is not great enough to hold the sleeve in place and when you let off the gas the mass shifts from backlash and the sleeve falls off. If you are getting the shaking ion down shift or upshift then this is a sign that the sleeve is badly worn and the popping out of gear is next.


The good one. One thing to notice on this one is this is the 1/2nd sleeve. If you look at one side the teeth are symmetrical and asymmetrical on the other. The asymetrical side mates with 1st gear. The dog teeth also are matched to sleeve. don’t mix these up!


The matching dog teeth.


Now you can start putting your gears on! Keep going you have two more gears.


Don’t foget to put your shift forks in with the shift sleeves or you will be undoing what you just did.


Remeber we talked about the detents keeping these rods in place. This is what they should be centering. But I noticed during the swap that the last person in here didn’t follow the rules. Notice how the sleeve is resting off to one side, well this is bad. Shame on the past wrench. Now we simply need to correct this. A simple measument and adjustment to the fork and we are back to factory spec.


Correctly adjusted.


Now slip second and first gear on there. Make sure that the sleeve is going the right way, remember the teeth. Also look at the first gear. The one that is stationary. Recall I said some things have to go a certain way. This is one of them. Forget this and you will have a pop out issue with first for a whole new reason. Notice the edge on the gear going to the inside? This is to allow the operation sleeve to fit over the mass with full connection and not run into the hear behind it.


Now heat up the bearing to spec and slip it over the shafts. there are two bearings, one for each shaft and cluster.


On a swap like this a mod here and there is not uncommon. In this case we needed to grind away a little of the opening for first gear. Remember the difference in size! Just a little off the edges please!dsc02138.jpg

Nuts please! Go ahead and get them on the shaft and TQ them to spec. Once completed take a punch and punch the edge of the nut into the shaft. This prevents the nut from coming off.


Make sure at some point you get your detents back in and the bolts TQed in. Now slide the gasket and the int cover back on. Also slide your shift fork back into the cover. Make sure you get the arm in the grooves for the shift forks. (yes it is upside down here) If you are one of the chosen ones that jams two gears into place, you can clear the shafts by interting a large tool and moving the shafts back into place. Next time you are speed shifting think gentle! Do it to hard and to much you get to pay someone like me to fix it =)dsc02139.jpg


What the hell is this a tuning fork? Nope, this is the bottom plate you are putting in next. This keeps the shift rod on a pivot point so it is not a floppy fish in the case. dsc02064.jpg

Ok, now back to the nose. Throw the reverse gear back on and the nut. Same deal, TQ and punch the head into the shaft. If you are going what the heck is this guys problem, viloent with all the punching you ahve not read the whole article. Lost turn, go back to start!


Throw the other reverse gear on the shaft in the end cover, a gasket on the end of it and throw it on.


Throw the mount on the bottom, the ground cable and you can all it a day! 

911, 911 Porsche, 993TT, 997TT, engine builder, engine rebuild, Forced induction, supercharger, turbo, turbo Porsche, Uncategorized

To turbo, or supercharge that is the question


Which came first the chicken or the egg? Which is better the Turbocharger or the Supercharger? They both are very similar. The mechanics of these systems is where the difference is found. They both offer their own advantages and disadvantages but it depends on you, the driver.

So what’s the difference?




The Turbo-charger uses exhaust gases to drive it and the supercharger uses a belt that runs off the crank shaft to drive it. They both increase the speed of a car significantly. I spent many months researching this topic. The similarities and differences are stunning. These performance parts force the novice mechanic to graduate to the next level of planning and paying for that matter. These systems are not cheap. But for those who enjoy racing down the ¼ mile drag strip at top speed. This may be for you.


Both superchargers and turbochargers are forced induction systems and thus have the same objective – to compress air and force more air into the engine’s combustion chamber. The benefit of forcing more air into the combustion chambers is that it allows your engine to burn more fuel per power stroke. Using an internal combustion engine, burning more fuel means that you convert more fuel into energy and power. For this reason, supercharged and turbocharged engines normally produce 40% to 100%%2B more power than normally aspirated engines.

How They Work



A supercharger is mounted to the engine and is driven by a pulley that is inline with the crank (or accessory) belt. Thus, the supercharger robs horsepower from the engine in order to multiply horsepower, giving it back to the engine. Kind of in a circular fashion. (For example, I give you 5 dollars and you give me back 25 dollars) this is how the power multiplies within the supercharger. Air is drawn into the supercharger and compressed by either an impeller (centrifugal-style supercharger), twin rotating screws (screw-type supercharger), or counter-rotating rotors (roots-type supercharger). The air is then discharged into the engine’s intake. Faster crank speed (more engine rpm) spins the supercharger faster and allows the supercharger to produce more boost (normally 6 to 9 psi for a street vehicle). Typical peak operating speeds for a supercharger are around 15,000 rpm (screw-type and roots style superchargers) and 40,000 rpm (centrifugal-style superchargers). Thus a supercharger is easier to tune because the speed of the supercharger directly relates to the speed of the crankshaft.A turbocharger operates in much the same way as a centrifugal (internal impeller) supercharger, except it is not driven by pulleys and belts attached to the engine’s crank. A turbo is instead driven by exhaust gasses that have been expelled by the engine and are traveling through the exhaust manifold. The exhaust gas flows through one half of the turbocharger’s turbine, which drives the impeller that compresses the air. Typical operating speeds of a turbocharger are between 70,000 and 160,000 rpm. 


Let’s look at the 2 side by sideTurbocharger vs. Supercharger Cost

The cost of supercharger and a turbocharger system is basically the same. However, if you are deciding which to use. First, determine your mechanical ability and the accessibility of special pipe benders and welders. If you don’t have access to these tools then a supercharger will be more reasonable because you will likely be able to do all of the work saving on the cost of labor. Turbochargers require special pipe benders because of the extensive exhaust set up.

Lag vs NO Lag

The supercharger can very easily boast that the biggest advantage it has over the turbo charger is NO LAG. Turbochargers are driven by exhaust gas. The turbocharger’s turbine spools up first before it even begins to turn the compressor’s impeller. The result is what we call “lag time”. This is the time needed for the turbine to reach its full throttle from an intermediate rotational speed state. During this lag time, the turbocharger is creating little to no boost, which means little to no power gains during this time. It is common knowledge that smaller turbochargers spool up quicker, which reduces some of the lag. Turbochargers use what is called a “waste-gate”. The waste-gate is a valve that allows exhaust to bypass the turbine blades. The waste-gate senses boost pressure, if it gets too high, it could be an indicator that the turbine is spinning too quickly. In this situation the waste-gate avoids some of the exhaust around the turbine blades, allowing the blades to slow. Therefore, a waste-gate allows a smaller turbocharger to eliminate some of the lag time while preventing it from spinning too quickly at high engine speeds. A waste-gate is a crucial part of the Turbocharger.On the other hand, a Supercharger is connected directly to the crank, so there is “NO LAG”. Superchargers are able to produce boost at a very low revolutions per minute (RPM).

Which is more economical?

Some say the turbocharger is more economical. It all depends on your level of mechanical ability and your ability to access good quality welders and pipe benders. Some feel that the turbocharger is more economical to operate because it is driven primarily by potential energy in the exhaust gasses. The gas would normally be lost out of your exhaust pipes. However, the supercharger draws power from the crank, which is normally used to turn the wheels. One positive, is that the turbocharger’s impeller is powered only under boost conditions, so there is less internal drag when the impeller is not spinning. The turbocharger does create additional exhaust backpressure and exhaust flow interruption which can be viewed as less than positive. If you are looking to save money and have the tools handy that you will need to complete this installation successfully then this may be for you

.Very Hot vs Not so Hot

The turbocharger is mounted to the exhaust manifold which is extremely hot. Turbocharger boost may experience additional heating through the turbocharger’s hot casing. Hot air expands which is the exact opposite of what happens in a turbocharger or supercharger, therefore an intercooler becomes necessary on almost all turbocharged applications to cool the air charge before it is released into the engine. Remember, when we discussed the special pipe benders. This is where the complexity of the installation can be a challenge. A centrifugal supercharger on the other hand creates a cooler air discharge, so an intercooler is often not necessary at boost levels below 10psi. However, some superchargers (especially roots-type superchargers) create hotter discharge temperatures, which also make an intercooler necessary even on fairly low-boost applications.


Turbochargers spool up before its boost is delivered to the engine, when this happens there is a surge of power that is immediately delivered. This happens when the waste-gate opens at approximately (2500-3000 rpm). The surge can cause extreme damage to the engine and drivetrain, and make the vehicle difficult to drive or lose traction. Superchargers also experience surge which is why they have a blow-off valve to release the excess pressure during deceleration. (All superchargers should come with this blow-off valve as an accessory)

Exhaust Back Pressure

Remember the supercharger is powered by the crank, thus there is no need to deal with the exhaust gas interruption created by inserting a turbocharger turbine into the exhaust flow. The supercharger creates no additional exhaust back pressure. The amount of power that is lost by a turbocharger’s turbine reduces it’s overall efficiency.

How Loud is it?

The turbocharger is generally quieter than the supercharger. Because the turbo’s turbine is in the exhaust, the turbo can substantially reduce exhaust noise, making the engine run quieter. Some centrifugal superchargers are known to be noisy and may sound like a bird chirp at idle, which annoys some drivers.


Normally superchargers are more reliable than a turbocharger. When the engine is turned off (i.e. the turbo is shut off), residual oil inside the turbo’s bearings can be baked by stored engine heat. This, combined with the turbo’s extremely high rpms (up to 150,000rpm) can cause problems with the turbo’s internal bearings and can shorten the life of the turbocharger. In addition, many turbos require aftermarket exhaust manifolds, which are often far less reliable than stock manifolds.

Ease of Installation

Superchargers are substantially easier to install than a turbochargers because they have far fewer components and simpler devices. Turbochargers are complex and require manifold and exhaust modifications, intercoolers, extra oil lines, etc. – most of which is not needed with most superchargers. A novice home mechanic can easily install most supercharger systems, while a turbo installation should be left to a turbo expert.

Peak Power

Turbochargers are known for their unique ability to spin to incredibly high rpms and make outrages peak boost figures (25psi). While operating a turbocharger at very high levels of boost requires major modifications to the rest of the engine, the turbo is capable of producing more peak power than superchargers.


Turbochargers, because they are so complex and rely on exhaust pressure, are notoriously difficult to tune. Superchargers, on the other hand, require few fuel and ignition upgrades and normally require little or no engine tuning.

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A TT from my past


My years of passion has often steered me towards any car I could shove HP. This one is no exception. Affectionately named money this was the first TT I owned. With only 4500 miles on the clock this car set the pace for us in the TT world.  No sooner than I purchased the car on went the modifications. Modified K24s, ECU tuning, Diverter valves, intake system, HF racing Cats, headers, muffler, Bilstein suspension, stage 3 clutch and a tranny rebuild. The tranny received longer 1st and 2nd gears , a rebuilt and beefed up LSD, steel syncros, RUF wheels, GT2 mainshaft and billet shift forks. I had found out all to easily that the main shaft can bend on any 96 or 97 TT. The 97 was better, but still suffered from the issue. How do I know? Well, I did it three times. The last time it took me 10K in order to lock the tranny down so it would not destruct again. One of the builds latest no more than 900 miles. 

 The car also was a guinea pig for various of products including  an actual carbon fiber made from “green fibers” found only in Hawaii at the time. This is before CF had hit the market big and we thought we could do something different than anyone else. The end result was outstanding, but even a little to much from the Fast and Furious for my liking. We also used various interior panels for Billet products to be developed.  

Where is this car now? Well unfortunately I was cut off one night coming home and forced to hit the median and the car flipped 3 times, rolled down an embankment on its top.  No worries, I walked away with only minor injuries. These cars are well built.

 Why am I bring this car up now? Well in the near future I will start blogging our new addition to the Kaspar family. Another 97 993TT. This one also has a history, but more importantly also supports some fun things like Gt28s, twin plug, huge valves and so on.  I don’t want to let the cat out of the bag yet, but this will be one of the bigger 993TT builds we have done.