|
in the small town up north where i lived there was a tug called the 'radium king' that sat at the locak museum. it was used to haul barges loaded with yellowcake uranium from great bear lake during ww2 to evenually be dropped on japan in a more condensed form. it became the name of our band and my online moniker.
if you check most sc companies sell to other companies and not to end users. maggie is just a rebranded eaton, sold to tpc for their kits.
if you look at the first images posted in ohioboxster's thread, you'll see one of the sc itself, and one of a pile of misc parts. in the misc parts image you'll see a black metal bracket sitting under a baggie; that's the second bracket required to secure the rear of the sc to a second pair of header bolts. note also that you'll have to get longer threaded studs w/ nuts to replace your current header bolts to attach the brackets.
in the first image you posted you'll see the piping with flanged fitting designed to bolt to the intake plenum. just back from the flange you'll see a thing with a small hose attached to it - that's the 7th injector. it ties in to the fuel supply and is controlled by a little piggyback computer that takes an rpm signal from the car and a vacuum signal from the vacuum system. when the car is hauling (ie, high rpm, creating a vacuum) it adds additional fuel to the intake air. you'll need to get this controller from tpc. note that the 7th injector approach is, ihmo, half-a$$ed and destined to kill your engine fast. there's no intercooler so intake air times are way up already (contributing to detonation). your car's computer doesn't know wtf is going on and is trying to rationalise how much fuel it thinks the car is getting against what it is seeing in the exhaust and modifying itself accordingly. lord knows whether it can properly compensate timing. air/fuel ratios are imperfect to say the least, etc. a great opportunity to run lean and burn holes through pistons. poor. better to delete the 7th injector, get 6 bigger injectors, and work with softronic on the tune.
there are two oil issues. one is that scs are typically self-lubricated. that is, they have a small reservoir of oil designed to keep bearings cool and happy (unlike turbos which typically use engine oil for this purpose). brad roberts has advised that the orientation used by tpc is not optimal for the maggie internal oiling system, leading to premature failure. poor. you can't fix how it is mounted, you can accept the need to repair it more often, and you should send it out to get rebuild.
the other issue (and not a big one) is that the boxster is designed to have vacuum in the crankcase. it gets this vacuum from the intake of the car. the car's air oil seperator (aos) is the interface between the crankcase and the intake; it passes the vacuum from the intake to the crankcase, vents crankcase vapours into the intake to be combusted in the engine, and stops crankcase oil from slopping into the intake. the boxster aos is a known failure point; it's not a matter of if but when. later versions of the aos have been improved, but if you have a 2.5 you have an early one and should change it. on the tpc kit the aos connection to the intake is pre-sc, so an aos failure will send oil and crap into your sc. note that tpc solved this problem by using a catch can instead. that is, any car with a newr tpc turbo kit doesn't have vacuum in the crankcase (bad for the rings) and is venting the crankcase to atmosphere (bad for the environment) and catches any sloshed-up oil in a can prone to overflowing (bad for the track). poor.
Last edited by The Radium King; 05-06-2012 at 07:24 PM.
|
Stella
1983 Porsche 944
Hybrid Mode
