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I'd love to see someone drive that in the rain. Is it just me, or is the intake in possibly the worst spot ever?
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Young blood is right too much money sitting too close to the ground
I bottom out with the car lowered only 1 inch.
As for the intake, well you can be the first person to flood out your motor in only 2 inches of water, or your standard puddle 
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i believe these would be the most common question from you guys..however many other questions have been discussed on the website....
With the turbo so far back, don't you get a lot of turbo lag?
No, our turbochargers are sized to operate at this remote location. Just like any turbocharger, once the turbo is up to temperature and in the rpm range for which it was designed to operate. The boost comes on hard and fast. All of our systems will produce full boost below 3000 rpm.
If you were to take a conventional turbo and place it at the rear, you would have lots of lag and consequently, our turbo wouldn't work properly if mounted up front.
Doesn't water get into your engine with the filter mounted down low?
No, even under very wet conditions the filter sheds most all water. Under wet conditions the throttle position is usually very light because of traction issues so the engine is taking in very little air anyway. However, we do rigorous testing with our truck systems because many off-road wet conditions may require full throttle. Even under extremely wet conditions, where the water is flying clear over the top of the vehicle plowing through deep puddles, we have never had a water related drivability problem with any of our kits. However, if you were to completely submerge the filter, you would draw water through the filter and into the intake tubing.
With so long of intake and exhaust tubes, doesn't it take a while for the boost to build up?
No, our intake tubing volume is about the same as most conventional turbo setups that are running a front mounted intercooler, and less than many of them that run large intercoolers. We aren't talking about a small compressor filling up a large air tank, we are talking about a huge compressor filling up a very small volume which only takes a fraction of a second. Our systems compress the intake tubing in about .05 seconds. So much for turbo lag...
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With the turbo located under the fuel tank on the Camaro, doesn't it heat up the fuel?
We have done temperature testing on this issue and found that the factory heat shield does a great job of preventing the transfer of heat into the fuel tank. The temperature of the air on top of the heat shield only rose about 15F higher than ambient temperature with a full boost run. The only time you might see an increase in actual fuel temperature would be during extensive stationary dyno testing when there isn't any substantial airflow around the turbocharger and rear of the car. We recommend running a full tank of gas for any dyno testing.
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f water hits the hot turbo, will it crack?
Seems like it might when you first think about it, however, when I asked the Garrett engineers this questions they just laughed. There is a big difference in water splashing on a hot turbo and submerging it in enough water and fast enough to really cool it down fast. Both the new turbocharged Vette systems and the new Porsche systems sit the turbo down low and exposed to water and anything else that goes under a car.
Plus, our turbos just don't get that hot and when weather conditions are such that there is a lot of water around, you can't push enough boost to get the turbo hot anyway because you'd just spin the tires.
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How efficient is the intercooling from your tubing?
We typically get at least 50% Intercooler Efficiency numbers from our systems and some of the truck systems which have better exposure to cold air are even better. Combine this with a pressure drop of only about 1/4 to 3/4 psi and it makes for very good numbers.
Testing on our LS1 produced the following results:
Turbo outlet temps at 5 psi boost were 175F and intake temps were 115F which is about 52% efficient.
Turbo outlet temps at 8 psi boost were 225F. This is a 50F increase with only 3 psi added to turbocharger boost. Even most large, expensive intercoolers have a pressure drop of at least 2+ psi. This causes the turbocharger to have to work harder to create 2-3 or even more psi to force the air through the restriction of the intercooler to get that much less boost into the manifold.
So in comparison, with our intercooler efficiency of 50%, combined with virtually no pressure drop, yields in all actuality, a better intercooler efficiency number than the 50% because with a standard pressure drop the temperature difference would be 225F at the turbo and 115F at the intake manifold which would require nearly 70% intercooler efficiency to produce.
Isn't there a huge pressure drop with such long intake tubes?
No, if the pipes were 100' long there would be but we are only talking a few extra feet and we size the charge air tubing so that it will flow without a large pressure drop. We typically will get about 1/4 to 3/4 lb difference between the turbo compressor and the intake manifold, which is nothing compared to the pressure drop across an intercooler. With high boost applications, these numbers will increase slightly.
What about ground clearance with the turbo down low on Camaro?
Ground clearance hasn't been a problem as all of the kit sits higher than the stock equipment. The lowest areas are near the wheels which give it added clearance going over bumps. We've installed the system on several lowered LS1s with no problems.
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