We are proud to announce that we have designed two new turbo systems for the 1998 – 2002 F-body LSx cars. This kit in particular is designed to be used with the BMR turbo Kmember and will retain the A/C system.
Our A/C LS1 turbo system is one of the most complete kits on the market today for these cars. You will not have to track down manifolds from a truck, turbo from another place and make exhaust to connect your downpipe to the existing cat-back. Our system has a very unique, proprietary passenger side cast On 3 Performance V-banded manifold. That really one main item that seperates our kit from any other design on the market. As for our driverside manifold, that will retain the 3 bolt mounting flange for the current production design and is also cast.
Our turbo system will contain everything you need on the hotside from manifolds to your turbo. The y-pipe we built off each manifold is 2.5” and merges in the middle and keeps the radiator in the stock location. Each kit will include our On 3 Performance 70mm turbocharger. This is the same turbocharger that’s been on our shop 2002 Mustang GT since 2008 and has been daily driven since then. We have put over 2x,000 miles on that car and the turbo has proven the test of time. We use this turbo in almost all of our kits and will have no problem supporting up to around 6-650rwhp. We also have the On 3 Performance 76mm turbocharger available for this kit as well and you can find it in the optional items at the bottom of the page(available in ceramic ball bearing and journal bearing).
Check out the dyno graph in the photo section and look at the numbers our most recent customer has made on ONLY 7.5psi! This was a factory long block Z28 LS1, stock heads and paired up with a turbo 400 and unlocked converter. The car was upgraded to our On 3 Performance 7875 turbocharger and made killer power, 671rwhp / 617rwtq. Check out the video of the car on the dyno and much more content on Youtube and Instagram – Follow: On3Performance
Coming out of the turbo, we supply you a 3 piece downpipe that routes ALL THE WAY BACK to the stock catback. That way you are able to keep the exhaust note manageable and not drawl too much attention if you don’t want. Although it can be ran open downpipe as well very easily, most of our customers opt to run a full exhaust system. Some say turbo cars are quite but under partial or full throttle, an open downpipe it somewhat obnoxious.
Moving on to the cold side of the kit, we have built a 2.5” aluminum charge pipe that feeds the intercooler and coming out of the intercooler to the throttle body transitions into 3”. Each kit comes with our crossflow 3” On 3 Performance bar and plate intercooler. We also have a 4” core that is available as well and listed under our optional items if you plan on maxing out your shortblock or if you have a built engine and going for higher boost levels. Our 5 ply On 3 Performance silicone couplers connect each intercooler pipe together and t-bolt clamps ensure maximum clamping force and prevent any intercooler pipes from blowing. Each pipe is bead rolled on both ends to add extra protection from losing a pipe under boost. All intercooler piping is made from 6061 aluminum to help dissipate heat and also keep weight down over using stainless. Lastly, our kit is designed without a maf provision, most all builds we see go speed density for tuning so if you plan on running a maf, you will need to adapt that on your own.
We weighted out our options with this kit and decided to keep the radiator in the stock location. We were able to keep the turbo higher mounted than the oil pan but the drain has pretty much a horizontal transistion back into the pan which can back up oil to the turbocharger. This in turn can make oil seep into the exhaust or compressor wheel and cause smoke and potentially have catastrauphic failure to the turbocharger. We do not include any warranty on the turbocharger unless you purchase the optional On 3 oil scavenge pump listed below in the optional items list. This assists with the draining process of the turbo and keeps flow where it needs to be. An added benefit to running the pump, you can tap the oil filler cap and pump the oil up and return through that port. Avoiding the need to drill and tap the oil pan
Need Help Choosing The Proper Turbo?
If you do not know what you are doing with turbo sizing, please call in for advice. We do not want to see you ruin your turbo from lack of proper understanding about motor cubic inch size and turbo exhaust wheel sizing. We most commonly see this when our customers try to put a 65 exhaust wheel on a 6.0 or larger motor. The rule of thumb is the larger the motor, the larger the exhaust wheel you are going to need. If you put too small of a turbo on too large of a motor, the turbo will fail due to this. Again, if you have questions, please call. We can’t possibly know what your project/swap is if you order the kit off of the website without reaching out to us first. Generally, a 70/65 or 76/65 turbo will be just fine for a fairly stock 4.8L or a 5.3L motor, but not ok when you step up into a 6.0. The 6.0L and 6.2L motors should have a 78/75 or larger turbo, depending on the build. Understand that the 76/75 BMF is fine as well, and will actually generate more power than the 78/75. If you are building a 408 or larger, we recommend going with an 88/84mm turbo or a T6, depending on what you are trying to accomplish.
Turbo Gravity Drain Kit Option!!!
You will see in our optional item list we now offer a gravity drain back kit. We have found if you use our very specific drain kit, there is enough downward pull to get your oil back into the pan. Up until now, you would always have to run an electric scavenge pump. If you purchase this kit, you will maintain your factory turbo warranty on the turbo. This will save you money and also simplify the turbo drain setup