Dan: Hi! I'm Dan with US Muscle Mods and today we are at STS Turbo with Rick Squires, the owner. And we are going to talk a little bit about the remote mounted turbo systems. Rick, could you tell us little bit, first about the company and what goes along with it?
Rick Squires: Well, about six years ago I started STS. I've done a lot of supercharging, mounted turbo charging, lots of nitrous, that kind of stuff. So I was very familiar with the problems associated with all of those and the benefits associated with all of that. And the turbos are always the big power makers, it's there all the time and very vital and it's a best of whole world, you get lots of fuel mileage and lots of big nasty power. The downside I was always trying to figure out how to fit it in there without having to relocate everything that'll catch in, you know, all your plastic on fire without that and just costs yourself a lot of grease. So, you know one day I was doing a truck and actually it was covered.
So, we kind of want to go to sleep early and it's pretty hard to pop that up and see big turbos in there are not a grease scraper, and so it's not like go out and maybe put, you know, put down underneath, put down a little lower and it got an awful lot of things. It's huge, stick it in the bumper and we will hide it in there or run another pipe up and nobody would ever know. And then I told sorry, said well okay, it does work but how we are going to get that thing to work and now it's the big issue, it took a long time to get going and our system to work. So, that's how the -- once we got all that down and probably could start it.
So, I can always solve all the problems of turbo charging vehicle. We can put the turbo wherever we want it and get it down streams and so it does extra much heat in the engine bay after the catalyst, you don't have your emissions problem and just everything has went right about it and that's how the company got started.
Dan: Okay. Let's talk about a few of the differences that you've mentioned between the turbo charging and remote mounted turbo charger say, you mentioned that there is a lot of heat that gets generated, now what are some of the downsides to that, I mean they are also you know like you have mentioned having the good stuff just to make everything fit?
Rick Squires: Yeah, well it's you know 20 years ago, it was not a big deal. 20, 30 years ago but, you know, as time's gone and then you just don't end up with all those extra room like, you have it on a 68 Chevelle or something. You take a new car today and there is no room in there. There was some room there, put something in and when they got rid of it made the car smaller and tighter and lighter. So it's just, you know if you start -- want to put a piece of metal in there that's this big, it's get 2000 plus degrees Fahrenheit and you stick under a hood of a new car and everything there is plastic and consequently here you are going to have problems.
The GM the new 01 that was supposed to be turbo chargers, twin turbo self-started and the GM engineers were also working and they got that car on fireballs at times, probably they scrapped it and said, put a super charger on and I didn't know what was going on.
Dan: Well that'll change.
Rick Squires: Yeah there is differently a difference, turbos are turbos, they work on the same principles, but when you got it under the hood it just axles differently then when you start moving it downstream a little bit. The reason they give out so much heat is the radius on that scroll on the turbo, it is kind of this big and the velocity of the air coming out and that is like shooting 30 oz shell out and they skip around the corner there and the friction around the outside is insane and that's why those turbines just glow yellow white, I mean you could see right through up in there, they are really hot.
So that's why that is so hot, you take the exhaust, it's already you know 1,500, 2,000 degrees, and then you crank it around that corner, put that friction into it and have it all packed against that metal post to heat out. Where does it end up, its ends up on your hood. So and that's another reason they are hard to pass emissions, turbo cars, probably you might keep [ph] that all time. So much of heat comes out in turbine housing that you don't have much left and it goes down, down part - down your caps, the caps don't come out like very well.
Dan: So, by mounting the turbos in the back of the car you are obviously going to run cooler, which is going to be better for the turbo it's nice, it gets so hot, it going to be better for all the components, will not make turbine again so hot. But maybe I'd also claim that you have the highest power, that kind of boost in the industry, what goes into facts with that?
Rick Squires: You know what, heat is bad I mean when you look at it, heat is your number one enemy and it's amazing what an turbo can go through and you watch one of the dyno, it fires up and runs up, the thing turns up almost white hot and then you shut it down and the things still hot and hot for half an hour and when you start it up it actually works again, its amazing, the bearings and the oil and stuff can kind of survive that.
So, heat is number one enemy, our turbos run about 500 degrees cooler than they are in front, they are not cold by any means. We are still between you know 12 to 1,500 degrees versus 1,500 to 2,000 degrees. So and that's a big difference on your oil as far as cutting your oil. So, heat also robs energy on the intake side. So, exhaust side this is one thing, the intake side and when intake it compress air it gets hot and you put some work into and it raises the temperature. All the temperature goes up and you put hot air into your engine and its like expands and it's also pulls up the density then the cold air, that that's why your car runs so much better in a winter time on a cold night than it does you know out here today when it goes 90 degrees out. So, horsepower equals, you know what, horsepower comes from out of cold air and has a lot of it.
And so, if you are heating air up, even if you putting more of them in and some of that is kind of a wash. So, the nice thing about the remote stuff is the turbo with so much cooler and it doesn't induce some of that heat into it to begin with, so we usually cool the air from somewhere out of the engine bay, so it starts to come into the turbo cooler, it doesn't get heated up as much from the heat of the turbo and then we've got our charge pipes which runs outside the engine bay, which sort of just like a bit long intercooler without really the restriction of an air cooler.
So, we get about 50% intercooler efficiency out of just two. That's why you know we can run some where, sometimes better than with an intercooler, you can get it and they make great power and they work really well, especially for five, six, seven pound diesel kit, you can have pretty decent intake counts you know lot lower than like over styled super charger well over than that and they make really about it.
As soon as we put an intercooler on, ours put pretty cool air into an intercooler instead of shut and turn 50 degree air and you are probably put 140 degree air into your intercooler, so it's comes out the other end and just about ambient. And that's where we get the big horsepower from 0:07:41. In some of our Corvettes our standard stuff, you know we can get 35 horsepower per pound which really and some of the stuff for road rally, I've seen 50 horsepower per pound which comes on.
Dan: Well how?
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