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As was previously mentioned you will need to further construct this portion of the list. Since this deals only with induction you need only concern yourself with the physical objects which will cause pressurized air to enter the combustion chamber. A simple list may be:

1) Turbo
2) Intercooler
3) Intercooler Piping
4) Silicon Couplings
5) Silicon Line
6) Air Filter
7) Adapter
8) Blow off valve
9) Gaskets
10) T-Bolt clamps

When selecting the Turbo you will need to decide what your goals are. You can easily pick up a stock turbo and have it rebuilt and sent off to become a hybrid and there by increase its efficiency. Doing this however will completely depend on your end goals and price range.

An alternate would be to pick up a universal type turbo charger, for instance Garrett or Turbonetics. They produce a wide range of individual turbos for most applications and can be easily applied to this style of build. Be aware that 13B engines are extremely efficient when it comes to ability to run relatively large turbos and have them spool quite quickly. Ensure that the turbo you do select will supply enough air at high RPM and will be able to spool fairly quickly. When you have made your choice begin the look for your intercooler.

In my own personal application I went through two turbos. One was an S4 stock turbo which appeared to have little to no shaft play. The trouble was when I broke apart the turbine housing I noticed stress fractures and the turbo itself was rather hard to turn. I opted instead to purchase a Turbonetics T60-1 turbo and was able to secure it for well under retail.

Word of warning for using an off the shelf turbo: You will need to construct or pay some one to construct a turbo manifold for use. All manifolds I have seen will not work with the 6PI and as such will defeat the purpose of turbo charging a naturally aspirated engine.

An intercooler should be chosen by the turbo you have selected. If the turbo becomes inefficient at the revolutions you play to stay in it may be worth your wile to select an efficient intercooler to reduce the charge air temperature as much as possible. Efficiency of intercoolers is directly related to the surface area that sees temperature different air. If you have 90*F charged air going through the intercooler on a day that has 90*F ambient air, your air intake will not lose any temperature until you begin to move air through it. Reducing the charge temperature greatly reduces the probability of pre-ignition or reaching the spontaneous flash point of the fuel.

As for piping, choosing aluminum piping is a standard, but what is not a standard is the diameter which the piping is. Usually 2.5” is used for most charge piping. However, based upon your turbo and your intercooler inlet/outlet you may wish to select a smaller or bigger diameter pipe. Transitions can be used, but may not be the best option available, or desired. Keeping the charge piping consistent with the intercooler and turbo size reduces side affects the with ideal gas law. P=nRVT (R is Planck’s constant and n is number of moles) can be re-arranged in such a way as to say that P/(nRV)=T which means that as the Pressure and Volume of the charge piping directly affect the Temperature of the charge air. So if you have a constant pressure through out the system and since the volume isn’t dynamically changing, your temperature is going to be constant. Now if we have a nominally large volume the temperature will be less than compared to a nominally small volume. Which means, the bigger the pipe the better (beware though that the bigger your pipe the longer your turbo will take to pressurize the piping, which equates to lag). There are other possibilities for piping such as Carbon Fiber Reinforced Plastic (CFRP) or Fiber Glass Reinforced Plastic (FGRP) Both have their benefits and insufficiencies, though depending on your budget might be well worth your money and time.

Silicon couplings can be reduced if you have the money and time to send out a specific set of pipes out to be copied for a mandrel bent piece and shipped back to you. Doing this ensures smooth transitions in corners and ergo faster intake velocities with less turbulence (I will not address turbulent flow compared to laminar flow here). It also reduces the possibility of popping a coupling and developing a boost leak. For those of us that do not have the money to get mandrel bent aluminum charge piping we must make do with silicon couplings or high heat resistant rubber couplings to connect the universal charge piping together. These can be found for different amounts online so look around and see what you can find.

Silicon line will be necessary to hook up a lot if not all the sensors and other goodies you’ll need to run a turbo on your 13B 6PI. Silicon has a few advantages over rubber, but they will not be discussed in depth in this write-up. Suffice it to say that silicon will withstand more direct and indirect heat with less hardening and deterioration then when compared to normal rubber lines. That being said there is a rather large price difference in Silicon line and Rubber line. But in this case you get what you pay for.

The remaining portions of the list depend completely on how you do the build, what ems you will use, retention of the AFM, and other key features. If you know what you’re going to run already then go ahead and skip ahead. However if you do not, be aware that depending on what engine management you run you will have to appropriate additional funds to things such as an AFM adapter plate to fit a high flow filter, or fit additional intake piping to route the cone filter away from heat, etc. About the only thing that will not depend on your ems selection would be the blow off valve and the T-Bolt clamps.

Assuming that the T-Bolt clamps to be self explanatory I’ll move on to the blow-off valve. Blow-off valves are simple pressure release valves and are installed to relieve compressor surge when the throttle body suddenly closes after being at WOT. There is some argument concerning BOV’s and their actual functionality, however compressor surge and resultant cavitations is indeed destructive and will need to be carefully considered if you chose not to use a BOV.