 |  | Centerforce Dual Friction Clutch SRT-4
Product Description
The factory TD04LR-15GK-6cm turbocharger is...well, let's just say it gives us the opportunity to improve the turbocharger design for the 2003 and up SRT-4. The integrated manifold and turbine housing design, along with the reversed rotating blades, does not lend an easy turbo upgrade path. We can upgrade the stock compressor wheel to a reverse rotation 16G and machine the compressor housing to fit the larger wheel. However, with an upgraded compressor wheel the exhaust manifold pressure to intake manifold pressure ratio soars past 4:1. Modifying the TD04L turbine wheel (clipping) brings the ratio down closer to 3:1, however you are reducing turbine efficiency, and a 3:1 backpressure ratio reduces the engine's volumetric efficiency tremendously. Let the 2.4 breathe!
Fast-forward to today. We have developed a complete replacement manifold, turbocharger, external wastegate, and O2 housing kit that will allow for endless possibilities. Whether you are into drag racing, road racing, autocross, or stoplight-to-stoplight performance, we can build a setup custom tailored to your needs.
This kit starts off with a new exhaust manifold centered around the Garrett T31 High Flow 4 bolt outlet turbine housing. Turbo placement is a key variable in this design, because of the clearance with the engine and firewall. Rest assured, the centerline placement of the turbocharger allows for enough room so you DO NOT have to "convince" your firewall. NO DENTING OR HACKING OF THE FIREWALL NEEDED with our kit.
We know what you're thinking, "A log style manifold will never support the kind of power I want to make." That is absolutely BULLSH*T. Don't let the other guys tell you that our manifold only vents 2 runners to the turbo, and the wastegate only allows one runner to vent the exhaust gasses. Get these theories out of your head as this manifold supports plenty of power. "How much" you ask? We have gotten well over 500whp and 500ft lbs of torque using this manifold. This is also the same manifold that has allowed many of our customers well over 400whp on pump gas. Take your BS theories and blow them out your ass.
The next step is integrating the highest quality and perfectly matched turbo assembly into the mix. As our base turbo, we've chosen the AGP GT3147 turbocharger. This features a T3T4 based oil cooled center housing, a 58 trim 47lb/min compressor wheel stuffed inside a T04B compressor housing with a 3" inlet and 2" outlet. The turbine side features a GT31 turbine wheel surrounded in the higher flowing newly designed 4 bolt outlet T31 .63 A/R turbine housing manufactured specifically for the highest flowing performance. We do not use the decades-old OEM designed 5 bolt turbine housing due to its flow restrictions at high pressure ratios. (We are NOT building a 7 psi Honda Turbo Kit here, so why would we use inferior parts.) We add an elbow to the compressor housing so that it will line up to your factory charge pipe with a little modification.
The Turbonetics Evolution external wastegate has been the choice among racers in all industries. We needed a way to properly manage the exhaust flow to the turbine as to prevent any unwanted boost creep, but still allow enough control for those wanting to put the engine to its limits. The Evolution gate does this perfectly with a few different spring rates (all spring rates included in the kit). We vent the external wastegate to the atmosphere to keep turbine efficiency the highest as possible. We don't want wasted gasses and turbine gasses to fight each other downstream and create unwanted backpressure. However, we do understand that a few customers want the opportunity to keep it quiet and don't care about a few lost ponies, therefore we can vent it back in to the o2 housing.
The same quality of craftsmanship that has gone into our seven and eight-second turbo drag motorcycles, and our nine and ten second DSM parts, goes into our SRT-4 products. We know what parts will work in the real world (not on paper with some photoshop drawing), and what parts won't.
Now that you know what goes in to the AGP kit, here is a little help on selecting the turbo that is right for your particular setup.
3147: This is the base turbo included in the kit. The turbo is perfect for those who want to have a 400hp car, but don't want to go overboard with supporting mods. Our base fuel kit and 750cc injectors without a return line will max this turbo out. You will see full boost around 3000-3100rpm in most conditions, and the turbo will support 450whp if you feel that you need to turn up the boost to 28. If you are on a tight budget, this base turbo will give you everything you need.
50 trim: Good all around turbo. Spools fast, and will make great power. This turbo is perfect for those wanting to run lower boost, and those who run only pump gas. If you plan to run nothing but pump gas, and want a good street turbo, then this is your turbo. Full boost should be right around 3100-3200rpms with a .63 A/R turbine housing. On our test cars, we've pulled over 420whp on pump gas at 23psi. The maximum boost is around 31-32psi where we have seen 500whp. If these numbers are big enough for you, then look no further and order a 50 trim. Its a $300 option because it is a custom built turbo, but well worth it.
57 Trim: The 57 trim is not a turbo we really recommend. Its basically a less efficient 50 trim. If you want something that spools faster than a 60, then get a 50 trim. If you want a bit more power, get a 60 trim. If you think you need a 57 trim because some other guy told you it was the best wheel out there, you can convince us to sell you one. (It would be the same price as the base kit.)
60 trim: Slightly larger than a 50 trim and will support another 10-25hp. The turbo is slightly laggier than the 50 trim so full boost is around 3200-3300. The turbo wiill make support a hair over 30psi and also a good street turbo. Below 20psi, at the same boost, a 50 trim will make more power, but at higher levels, the 60 trim has a slight edge.
60-1: Now were getting into the big turbos. A 60-1 will make upper 500whp, support well into the 30s, and be a nasty turbo. Full boost is around 3400-3500 in a .63 A/R turbine housing. This is a good in-between turbo. Not huge, but not small. Good blend of street and race.
GT40/T350 (stage 5) This is a big turbo. Mid to upper 600hp is possible. Full boost around 3600-3700. The stage 5 turbine wheel is needed on this turbo to get all the air out. Its not needed on the smaller turbos, and will just add unwanted lag to the smaller ones. The smaller ones operate at an acceptable backpressure ratio with a stage 3 . This big bad boy on the other hand, flows so much air, that a stage 5 wheel is needed. This is for someone wanting to run 10s. This combination can be used on a street car, but the additional lag is not that fun, then again, the additional power may bring a smile to your face. You can run well over 35psi on this turbo. Big injectors are needed; minimum 750cc.
There are plenty of other options we can do for you. If you want a T61, T67, or even bigger, we can do it. We also offer a polished compressor housing ($100) as well as polishing the stainless steel heat shield($50). We are now offering ceramic coating to the manifold, turbine housing, o2 housing, and dump tube for those who want the ultra 'bling' setup for an additional $400.
Base Price - $1550 - Includes: AGP T3 manifold, Turbonetics Evolution wastegate, dump tube, AGP 3147 turbo in a .63 A/R T31 turbine housing, 2.5" to 3" O2 housing, oil feed and drain lines, gaskets, nuts and bolts, Stainless Steel heatshield, overflow bottle. Available turbine housings - .48, .63, .82. Optional turbine wheels - 76 trim T31, 76 trim T350.
This setup can be configured with other options as well. Email or call us for a quote. Allow approximately two to three weeks build time for most configurations.
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