SimplicityWe have the simplest turbo solution available. Not only the simplest turbo solution for the vanagon, but one of the simplest turbo implementations you can find anywhere. From the outset, we worked hard to keep it simple. Plumbing, brackets, intake tract and exhaust are all designed to be no more complicated than required to satisfy the other goals of the project. If you're a fan of lots of wiring, oil, cooling, and vacuum hoses and connections, you aren't going to like our setup.
ReliabilityWe designed for reliability. As part of this, the project incorporates more fault tolerance than any other turbo system on the market. Massive boost leaks, or a completely blown turbo are a few of the things that the system is designed to cope with elegantly and still get you home. Low octane mexican gas and automatic boost control are part of the multi-mode portion of the project aimed at further increasing reliability in extreme conditions. Stemming from our experience with the supercharger project, and our years of experience with the largest supported conversion customer base in vanagonland, we were able to reflect and act on what kinds of things do happen, and things that will likely never happen, but could. Combined with our vastly increased capabilities we were able to better design and prepare. While the project is still in its beta release stage, we have 3 years of development and testing overall, and 30k miles on the first three beta kits installed over the last 14 months. While still a young project, and lacking the miles of other options, we are slowly and steadily building proof in our design methodology with success. We remain a solution based on the most reliable engine available for install into a vanagon.
2nd turbo install dyno pullDim lights Download Wonder what a vanagon looks/sounds like on the dyno?
PerformanceFor vanagons, it's not about the biggest, "baddest" numbers. Well for some folks it is, there is novelty in tire smoking vanagons and we enjoy checking it out as much as the next guy, but we didn't design for those people. For us (and just about everyone else) it's about the right numbers in the right place. This means providing the ultimate in utility and drivability for the vanagon, without endangering the other parts of the drivetrain. It makes no sense to build biceps that can break your own arm, and it makes no more sense to build enough torque to easily break your transmission, or enough power to easily outdrive your brakes (Sorry Daryl, we're not going to be sending any premature rebuilds your way). Vanagons spend most of their time in the 3500-4500 rpm range on the highway. That's our selected sweet spot where not one, but both our peak torque and peak power numbers reside. Vanagons like other light trucks need off the line torque in the low rpms, and with more than 140ft/lbs under 2000rpm, and 205@3700rpm we have it covered.
Bostig 2010 vs. I/M Turbo (89 Octane)
EfficiencyAside from the well-known efficiencies of turbo engines such as increased volumetric efficiency and power to weight ratio, we also spent considerable time making sure that all aspects of the upgrade would follow suit. Turbo selection is a great example of this care and attention. We were able to better compressor efficiencies by 7% in our peak boost range(9-12psi) vs. smaller turbos like the K03 used on the 1.8t, while spinning 15,000-20,000rpms less without giving up low end torque. This means lower intake temps, greater engine efficiency, and longer turbo bearing life.
Even our twin-pusher fan air-to-air intercooler makes the most efficient use of space and purpose. It's mounting brackets also double as ducting. Not only does it pull cool air from the driver's side vent and through itself for cooling of the intake charge, it then pushes air up and over the engine, and then down across the exhaust/turbo dramatically lowering both decklid and engine bay temps. It works so well in fact, that decklid and engine bay temps are lower *with* the I/M turbo than without it.
Easy to install and maintainWe don't like working on our cars. It can be rewarding, and sometimes it can be fun, but generally we'd rather not. If something must be done, let it be easy. Two things allow us to do this where others are stuck with what they are given. For starters, since we designed the system, it's our opportunity to keep an eye on how easy it is to install or work with. Rather than just an afterthought, the reality is that for our customers, easy is important and adds tremendous value. This enables DIYers to produce great results from less effort while minimizing risk. We are the only turbo solution that doesn't require any fabrication and can be performed by inexperienced installers, just like the engine conversion kit itself. It's an easy bolt-on to our 2010 conversion product as the two were designed in tandem (for instance the HC oilpan was designed for the turbo kit, with provisions for the turbo drain, but was also designed to offer non-turbos utility). Our goal of keeping it simple, and our experience monitoring and getting the most complete feedback from our user groups over the years enables us to do this like no other.
Low cost of operationWe set out to have a low cost of operation, just like the Bostig 2010 itself. Once again, nothing in the engine bay costs more than $800 to buy brand new, including the engine. In addition to maintaining lower parts cost than any other option out there, you also get to enjoy significantly higher availability of parts than any of the other solutions too. Once multi-mode operation development is complete, fuel costs can be less expensive as well. Want to get the most out of your ride for a long trip full of steep grades? Run 91, need to save a few bucks or fuel up in rural Mexico? Run low octane.
FitmentThe Bostig 2010 provided the space savings initially, and the turbo project is designed to take full advantage. Things are easy to access, designed to fit well, and not require a raised decklid to maintain stock ground clearance on a syncro. Additionally because of our exhaust and oil pan design we have significantly better departure angle than the competition, and with our bolt-on skidplate the best protection available in vanagonland.
PricingPricing is affected by a discount system based on conversion kit purchase date/model and stage of development. The greatest discount is available for the earliest (v1.0) conversion customers that are part of the individual beta stage of development. No discount will be available for conversions purchased after 1/1/11. See the pricing table for discount%(Price in USD). See the development timeline at the bottom of the page for a better picture of the stages of development.
Public Beta Group 1We built 7 kits for the public beta. They have shipped, but a few folks are waiting on upgraded injectors still.
Prerequisites for the Public Beta Group are as follows:
DevelopmentWe've been working on the turbo upgrade since the winter of 2006, which was when we selected the first turbo candidate. We had the first prototype which was air-to-water intercooled, custom manifold, and draw-through MAF up and running in Sept 07. Since then we've covered enormous ground in our tuning capabilites, and greatly refined/revised the entire system. We've had combinations of 3 different turbos, 2 styles of MAF setup, 2 styles of intercooler systems, and 3 different engine management systems. We've also tried a number of different logging/monitoring/driver feedback systems. As you can see from the chart below, we've also exercised extreme caution in release favoring long periods of testing over fast sales. As of Jan 2012, we've accumulated more than 7.5 years of total installed time on the private beta turbo installs! Developing a turbo kit can be done much faster, developing an OEM level of reliability with a turbo kit cannot be done fast unless you have loads of $$.
The stages of release for the single mode (91 octane) turbo are: closed beta (individual), open beta (group), and retail. We are currently in the individual or closed beta stage allowing only approved installers (criteria include how well we know you, sufficient miles/experience on your conversion etc). Release stages aren't determined by timeline, but by number of installs and logged miles. The individual beta release goal is to get 10 installs completed, and log 80k-100k miles. Stay tuned for more updates and some real-world driving video.