Our installation manual contains full color photos with step-by-step instructions which are clear and easy to follow.  No cutting or modifying of the vehicle is necessary to install our system.  All components mount to existing factory mounts and hardware.  The system can also be removed in about an hour and virtually leaves no trace that it was ever installed.

STS Turbo Systems utilize top quality Garrett turbochargers and TiAL wastegates to give you years of trouble free driving and consistent performance.  All tubing is coated with industry leading HPC coating.  Turbocharger systems carry a full 12 month warranty against defects in materials and/or workmanship.  With names like STS, Garrett, and TiAL behind you, you can rest assured that you are getting a quality product that you can depend on and performance that you can enjoy every time you drive!

*All systems are for off-road use only in California (CARB approval is pending).  The STS(tm) Turbo System is installed after the catalytic converter, so for most states your vehicle will pass emissions.  Check with your state emissions for specific regulations.

Most components under the hood of today's vehicles were not designed to operate at this temperature.  In order to place a turbo in an already overcrowded engine compartment it is necessary to do a lot more than just make some room for the turbo itself. 

By mounting the turbo remote under the vehicle, STS has eliminated the heat problem.  A remote mounted turbo runs cooler, with no additional lag and requires no major modifications to your vehicle.

The basic systems provide ~5 psi of boost, but with additional tuning and turbo upgrades the systems can produce near 20 psi of boost.

This picture shows how hot a traditional front mounted turbo system can get under full power. 

Most components under the hood of today's vehicles were not designed to operate at this temperature.  In order to place a turbo in an already overcrowded engine compartment it is necessary to do a lot more than just make some room for the turbo itself. 

By mounting the turbo remote under the vehicle, STS has eliminated the heat problem.  A remote mounted turbo runs cooler, with no additional lag and requires no major modifications to your vehicle.

The basic systems provide ~5 psi of boost, but with additional tuning and turbo upgrades the systems can produce near 20 psi of boost.

Benefits of Remote Mounting  Ease of installation. STS turbo systems can be installed in 4-6 hours with standard tools and average mechanical ability. Performance Sound.  The turbo acts as a muffler and sounds like an aftermarket performance muffler.  Turbo spool and rushing air from the blow-off valve make a unique sound that will turn heads! No need for major modifications to your vehicle.  STS systems are designed to bolt on using factory mounts without cutting or modifying your vehicle. Increased gas mileage.  Unlike a belt driven supercharger, the turbo utilizes "wasted" energy leaving your tailpipe.  Most of our customers get 2-4 mpg increase in gas mileage. Lower underhood temperatures.  No need to worry about melting wires, hoses, or other components. Easily converts back to stock in less than an hour. More room under the hood.  Future repair work or modifications will not require the expense of removing the turbo system to allow access to any of the engine components. Cooler oil to the turbo.  Cool oil is better for both the turbo and engine. Approximately 500F lower turbo temperatures.  Eliminates the need for a turbo-timer, which allows the engine to run after the car is shut off in order to cool down the turbo and prevent oil and bearing damage. Denser exhaust gasses drive the turbo turbine wheel more efficiently. Built-in intercooling.  Intake piping provides ~50% intercooler efficiency.  There is no need for the expense, pressure drop, and installation problems associated with a front mounted intercooler. Turbo is exposed to ambient air rather than underhood air.  Allows for better cooling of turbo components. No need for expensive headers, mufflers, or exhaust systems. Turbo is closer to the tail pipe outlet.   Provides a better pressure differential across the turbine wheel which promotes better flow across turbine. Better weight transfer.  Increases traction because the bulk of system is mounted in rear of vehicle rather than up front. Less noise in the passenger compartment. Quieter wastegates, especially if vented to atmosphere. Better engine cooling capacity. Available Turbo Systems All patented STS(tm) turbo systems start at 5 psi of boost, but can be upgraded with tuning and turbo upgrades to run up to 20 psi of boost. LT1 Camaro/Trans-Am - $3800                                       LS1 Camaro/Trans-Am - $4000 Chevrolet/GMC/Cadillac Trucks - $4000                        Chevrolet/GMC/Cadillac SUVs - $4000  Toyota Tundra - $4000                                                       Toyota Tacoma - $3600 Upcoming products... Dodge RAM 1500 Hemi - $6000 (Includes proprietary engine and drivetrain management) Available January  2005 Pontiac GTO - $4500 Available January 2005   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. Every kit includes a K&N PreCharger which is a "sock" that protects the filter under very dusty or wet conditions. The only thing you don't want to do is completely submerge the filter. This would draw water through the filter and into the intake tubing. For most vehicles that would mean you would have water coming in your doors before you'd have a problem with the turbo's air filter. 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...

How much boost can I run with this turbocharger?
The basic kits run 5-6 psi boost. The turbocharger on our basic kits is capable of producing higher boost of 15+ psi. However, in most cases a larger turbocharger would be more efficient at higher boost levels. There is more to running higher boost than just turning the boost up. You must also be able to meet the fuel demands of higher boost as well as set up the engine to handle the extra power so that you don't cause mechanical failures with the engine.

Higher boost will also raise the "boosted" compression ratio of the engine that will require higher octane fuel to prevent detonation. Bottom line - Don't crank up the boost unless you have done your homework and made the necessary modifications to handle the boost.

We handle high boost applications on an individual basis to ensure that you are getting the right turbocharger setup for your specific needs.

If 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.

Doesn't heat create the velocity in the exhaust gasses to spool the turbo?
No, heat doesn't create velocity. Heat creates volume. If you look at any of the physics laws for gasses, you will find that pressure and volume and heat are related. PV=NRT is a popular one, The V isn't for velocity, it is for Volume.

The turbine housing is what creates the velocity. The scrolling design that reduces the volume of the exhaust chamber as it scrolls around causes the gasses to have to increase in velocity and pressure to maintain the same flow rate.

Hotter gasses have more volume, thus requiring a higher A/R which in effect means that it starts at say 3" and scrolls down to approximately 1". Lower temperature gasses are denser and have less volume, so they require a lower A/R housing which would start at the same 3" volume, as the turbine housings use standard flanges, and scroll down to say 3/4".

Now if you were to reverse the housings in application, the conventional turbo would spool up extremely quick, at say around 1500 rpm but would cause too much backpressure at higher rpms because the higher volume of gas couldn't squeeze through the 3/4" hole without requiring a lot of pressure to force it through. On the reverse side, the remote mounted turbo with its cooler denser gasses, wouldn't spool up till say around 4000 rpms but once spooled up would make efficient power because it doesn't require hardly any backpressure to push the lower volume of gas through the larger 1" hole.

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 is the difference between a Supercharger and a Turbocharger?
First of all, there are a couple different types of superchargers (positive displacement and centrifugal). The most popular these days seems to be the centrifugal supercharger which is basically the same design compressor as a turbocharger compressor. These compressors both increase in airflow and efficiency with impeller RPM's. (Which basically means that doubling the impeller RPM doesn't double the airflow, it increases the air flow exponentially.) So in the case of the supercharger, where it is directly run from a belt and pulley attached to the crankshaft which ties impeller RPM in a direct ratio to crankshaft RPM, the boost increases linearly with engine RPM.

Example: If you want to run maximum boost of 8 psi, you would gear the drive pulleys to produce 8 psi at maximum engine RPM. Lower RPM's would produce less boost linearly. I.E. 8 psi @ 6000rpm, 5 psi @ 4500rpm, 3 psi @ 3000rpm, and 2 psi @ 2500rpm.) Thus, maximum boost is only attained at maximum engine RPM which only lasts for a fraction of a second then when the engine shifts to the next gear and the RPM's drop back down, so does the boost which then builds up again with increasing engine RPM's.

Supercharged engines produce good "maximum rpm" dyno numbers. Don't be fooled by maximum dyno numbers. Unless you have a "Snowmobile Clutch" in your vehicle which allows your engine to stay at peak RPM all the way down the track, what you need is "Usable Power" which comes from sustained boost levels across the entire RPM range. This is where the Turbocharger outperforms the Supercharger.

By using exhaust gasses to drive the turbocharger you gain two benefits: First is that you don't pull Horsepower off of your crankshaft to drive the compressor (Just like you wouldn't replace your electric fan with a large "belt driven" fan or run your A/C down the track because these devices take Horsepower to run as does a Supercharger compressor capable of pumping 50 pounds of air per minute @ 8 psi). Secondly, since the turbocharger is driven by exhaust gasses, the more air the turbocharger puts into the engine, the more exhaust gasses the engine produces, which in turn produces more turbocharger RPM's and air discharge or "Boost". So, to sum it all up, the turbocharger can go from literally "No Boost" to "Full Boost" in a fraction of a second because of the compounding effects of the Compressor Efficiency increasing with impeller RPM's and the compounding effects of the Exhaust Gas increasing exponentially with increasing Boost.

So if you are only concerned with Peak Dyno Numbers the supercharger does produce good "Peak" numbers, but if you want "Full Boost" across a broader RPM range along with those high "Peak" Dyno numbers. The Turbocharger is a better solution.

Wouldn't twin turbos work better?
In theory, twin turbos spool up faster because they have less "MASS" to their rotating parts (the compressor and turbine wheels). However, this difference isn't huge and most likely won't be felt in the seat of your pants. Twin turbos do, however, cost a lot more in parts, labor, and plumbing. This money would be better spent in upgrading the turbocharger to a higher efficiency turbocharger with Ball Bearings. This will produce better HP and quicker spool to go along with it without the extra costs and work associated with twins.

Industry Experts

Here's what the industry the industry experts are saying about STS(tm) Turbo Systems:

"Squires Turbo Systems' remote-mounted turbos have solved all of the problems associated with traditional engine-mounted turbo systems. The intense underhood heat a turbo generates has been eliminated and you no longer need to punch a hole in your oil pan or cut up the front of the vehicle for an intercooler. Emissions should be really good too with mounting the turbocharger after the catalytic converter."

Joe Pettit - Editor of Sport Truck Magazine
(Joe recently installed our system on a Chevy 4.8L Silverado)  "When we first saw this turbo system at last year's SEMA Show, we were very skeptical about throttle response.  We thought that with the turbo so far away from the combustion chamber, the system would be lazy with a lot of turbo lag.  But after driving the system on other trucks as well as on this install, we find the lag not excessive in the least; it is very near what you find on factory turbo systems."

"So if you're looking for a power adder for your sport truck, we recommend you take a look at the STS remote mount turbocharger system." 

Evan Griffey - Editor of Turbo and High Tech Peformance Magazine

"The velocity of exhaust gas and the fact that the STS design features a good deal of straight pipe, coupled with what exhaust gas does when it enters a turbo, should help negate any "lag" in the system."

"We commend Squires Turbo Systems for the innovation and integrity of the concept it put forth, and we also appreciate the enormous potential it represents."

Patrick McCarthy, instructor at ESPN's Russel Racing School
(Patrick is a professional driver that drove the vehicles at the 2004 SEMA Proving Grounds)

 "These turbo systems spooled quicker than any other turbo I've ever driven. The power comes on smooth and is very controllable, giving a great throttle response."

The cost of modifing the a EFI system will cost close around $1800

You may want to consider changing to a carburetor which TSEC can supply
modified for blower application (26psi max)
blueprinted, flow test and bench tuned
for about $1100 with the "bonnet".

 Blowthrough Convert Your 4150 and 4500 Series (only) carburetor $450  

TPC Carbs