"Making Turbocharger Technology Work"
BMW M30 Turbocharger System
BMW M30 Turbocharger System
Please excuse our construction. We are currently re-introducing this kit to the market and it will be available soon. Please check back often for updates!
Here's an old Cartech advertisement to give you an idea of what is coming:
Turbo Systems include:
Major Component Description
We designed and patterned this manifold completely from scratch. Styled after the Offenhauser Indy car manifolds, this ductile iron casting is extremely strong, yet not overweight. The decision to use a casting and ductile iron as the material is prompted by the desire to have a high-quality and high-durability piece. The design is slightly conical from the port to the turbine entry and thermal expansion is carefully controlled such that thermal warping is eliminated and straight line expansion assured.
The Tial unit is a CNC billet aluminum top and cast stainless steel base. It's a race quality item with the highest temperature diaphragms available. We have integrated the gate into the system in a very interesting manner. We utilized a layout similar to the Toyota IMSA GTP racers of a few years back (arguably the most successful turbo endurance racing effort since the 917). This gate configured to be compatible with modern remote controllers. A Cartech boost gauge is also included in the system.
The Garrett TO4 series turbo is the real workhorse of the industry. The Turbonetics 60-1 is the starting point and provides nearly infinite room for growth as engine modifications dictate. It has been kept modern with the latest in high efficiency compressor wheels and shaft seals. A choice of three turbines, six compressors, and five different A/R ratios gives us the opportunity to size the turbo right on for the end user’s needs.
Turbine Outlet Pipe (downpipe):
The stianless TO pipe is 3.0 inch in diameter and ideal for power outputs to 600+ bhp. We’ve put the wastegate dump back into the exhaust far down the pipe to avoid the power robbing turbulence right behind the turbine.
Compressor Inlet & Intercooler Tubes:
All tubes are fabricated from high quality mandrel bends, bead rolled on the ends and powder coated with black wrinkle finish. Alternate finishes are available at no additional cost. Silicone material hoses are used throughout, and, on the pressure side, retained by stainless cross-bolt style clamps.
We do offer our BMW systems without an intercooler at reduced cost. We strongly urge including the intercooler in your turbocharging decision. The intercooler is an aluminum fabrication sized for approximately 500 bhp. We use bar-plate cores which yield the greatest efficiency at the lowest pressure drop. These are the very same cores that Spearco chooses to sell. We use a water / air configuration on the big and small 6-cyl BMW applications due to efficiency and packaging. The air temperature going into the engine, as stated so often, is the key element in deciding life or death for a forced induction engine. The hotter the air, the sooner knock sets in, and knock is hugely destructive. Further to the safety benefit is a virtually free 12 to14% gain in torque due to the cooler, more dense air. It is fundamental engineering that an intercooled system is both safer for the engine and more powerful than a system that has no intercooler.
Our system utilizes the factory DME for engine management. We have spent countless months of chassis dyno time to get you a completely reliable and very powerful engine map (a Clayton variable load dyno for those interested). Also a complete set of injectors is included to compliment the power level and turbo selection.
Not Convinced yet?!
When an SC salesman tells you his system is so well engineered that an intercooler is not worthwhile, its time to question his motives. While his argument may sound plausible by citing that the blower doesn’t make heat, or that intercoolers have bad side effects, this is simply not what physics bears out.
The engine safety of our system is well under control. The turbo and the CS generally share the same style compressor and are therefore, equal in efficiency, which means they produce the same heat in the air charge. The similarity stops right there. Our intercooler removes 88% of the 120 F added by the turbo, at around 7 psi. This intercooler is such a powerful influence on the temperatures, that the turbo could produce over 30 psi of boost before the air temperature exiting the intercooler would be the same as that exiting the centrifugal blower. Further engine safety is provided by the correct air/fuel ratios and the original factory knock sensing system, via our reprogramming of the DME. Follow the rules regarding fuel octane, standard premium grade, and the safety issue is a slam dunk.
The Daily Driver
Mid-range pulling ability of large engines has always been their attraction. This characteristic now shows up in the turbo BMW with its new found torque capability. We hope the idea of calling the a low and mid-range torquer doesn't sound too preposterous. Before laughing and rejecting the idea, please accept and regard as fact, the Turbo BMW will pull harder in 5th gear at just 3000 rpm than the stock BMW can manage in 3rd gear, at virtually any RPM. Further along the same idea, 3rd gear under boost will accelerate over 10% faster than 2nd gear stock can manage. It sounds preposterous perhaps, but it is absolute fact, the turbo BMW will do exactly that with the equipment provided in our system. And it does so safely.
Along with the sheer fun and entertainment value of the huge power and torque increase, comes the capability to properly decorate your favorite strip of pavement with long black lines. This is particularly fun as the turbo BMW never looses its composure and accomplishes such feats with true grace and ease.
Service and Maintenance
Service After the Sale
Terms and Delivery
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