SVS has completed all the initial steps necessary for full production of our side mount DIY Bolt on TT system.
The SVS side mount TT system includes:
321 S.S. turbo headers (w/ ARP manifold bolts)
321 S.S. flanges
Exhaust manifold gaskets
60-1 hybrid turbos (rated @ 650hp each)
S.S. lines and fittings (oil feed to turbo)
Braided drain lines w/ goodridge fittings (turbo oil drain to engine oil pan)
304 S.S. wastegate/downpipes
TIAL 38mm wastegates
S.S. lines/goodridge fittings (wastegate control)
(2) 3” S.S. V- band clamp/flange assemblies (exhaust connection)
PWR 1500 cfm air/air intercooler w/ mounting brackets (rated up to 1300hp)
TIAL B.O.V.
HTS Silicone couplers
Breeze constant torque clamps
All aluminum intake/charge piping
Hi flow intake air filters
$12,500 plus S/H
At 4-5 psi the SVS side mount TT system will make around 650rwhp. This is an excellent option for all stock Vipers engines. Minimum requirements SVS recommends: larger injectors, BAP and minimum engine management system.
This side mount TT system on 93 oct @ 8-9 psi has made 800rwhp 850rwtq on a stock forged V10 (96-99)
On a built bottom end (Gen2) with ported heads this TT system on 93oct @ 12psi has made 880rwhp and 960rwtq (this Gen2 has an air/water intercooler system)
The SVS side mount TT is capable of making 1100rwhp with proper modifications.
The system shown is ready to ship and we're taking orders for the next 5 side mount TT systems. The SVS side mount TT is a great option for tuners and DIY installers looking for a good quality, low maintenance, easy to install TT system.
We have this same bolt on system available for Viper SRT models but only with an air/water intercooler system at this time. The stock heat shields will fit over the turbo headers on both Gen2 and Gen3.
Our side mount TT will easily work on a Gen1 (this is where it was originally developed in 1994) but we would need a donor Viper to ensure the first system is able to be duplicated.
Upgrades to SVS side mount TT:
Heat wrapping headers and down pipes - $350
Air/water inter cooling system - TBA
70 mm SVS Throttle bodies with 3”- 2.5” silicone reducer (satin $515 / polished $565)
SVS 1000hp fuel system – TBA
More upgrades coming soon
If they were not 321SS manifolds and flanges that would knock about 1K off of the cost most likely. But it would not last near as long. That is a quality setup for a fair price.
I drove a SRT-10 with this system on it. Simply Amazing. Clean and non-intrusive layout in the engine bay, smooth boost transition, insane torque, and very flexible performance. A **very** high-end and *professional* setup.
Engine bay heat is kept to a minimum with the short tubular headers (you definatly want to go for that heat wrap option anyway). The turbos are mounted high enough up that no oil pump is required for the oil return lines. So thats another step towards the theory of simple & clean = reliability.
As for the price being deceptive... nah. You just gotta read the whole post. Its a twin turbo system, not a fuel system or EMS. You get what you see in the pictures, that is, assuming you provide the V10.
Pick up an AEM (higher boost) or a VEC2 (lower boost)... and a nice fuel system = ready to rock and roll with a system tuned to your own needs.
I drove a SRT-10 with this system on it. Simply Amazing. Clean and non-intrusive layout in the engine bay, smooth boost transition, insane torque, and very flexible performance. A **very** high-end and *professional* setup.
Engine bay heat is kept to a minimum with the short tubular headers (you definatly want to go for that heat wrap option anyway). The turbos are mounted high enough up that no oil pump is required for the oil return lines. So thats another step towards the theory of simple & clean = reliability.
As for the price being deceptive... nah. You just gotta read the whole post. Its a twin turbo system, not a fuel system or EMS. You get what you see in the pictures, that is, assuming you provide the V10.
Pick up an AEM (higher boost) or a VEC2 (lower boost)... and a nice fuel system = ready to rock and roll with a system tuned to your own needs.
so if someone got aem and a fuel system to support the 8xx rwhp number you guys post, how much is it? Im just curious, I dont know what the fuel system and aem cost
I would like to see one on a gen 1, I dont think it will work the way it is shown. The lower outer framerail will be in the way. Are you routing the air intake tubing thru the wheelwell or beside the inner fender? 03/04 hybreds will not be efficent over 700hp. Can't your run a t4housing 60 series? They are not much bigger and will be much more efficent. The early Hennessy turbo kits used these turbos and had to have N2 to get 800 plus Hp. If you used 304 ss and a boost-a pump and could get the price closer to $10K you would sell one to everyone thinking about a roe, It would be an easy 600+Hp car and at that Hp you could easly tune with a spit second. Would pass emissions and be safe for cast piston cars.
While they could use 304SS for the headers to save on the cost, this would end up not being worth the sacrafice. Think of what happens when one of the manifolds crack. Someone is going to say that the product failed (not good), and then complain about the cost of the labor to remove the manifold and having to send it in for repair. Using the higher quality materials *greatly* reduce the risks of this happening in the first place.
I would like to see one on a gen 1, I dont think it will work the way it is shown. The lower outer framerail will be in the way. Are you routing the air intake tubing thru the wheelwell or beside the inner fender? 03/04 hybreds will not be efficent over 700hp. Can't your run a t4housing 60 series? They are not much bigger and will be much more efficent. The early Hennessy turbo kits used these turbos and had to have N2 to get 800 plus Hp. If you used 304 ss and a boost-a pump and could get the price closer to $10K you would sell one to everyone thinking about a roe, It would be an easy 600+Hp car and at that Hp you could easly tune with a spit second. Would pass emissions and be safe for cast piston cars.
I can comment on this setup. I was somewhat skeptical of the turbo sizing at first. I have been surprised at how much power these units have made on the Viper Motor. AT 9psi or so, it powered my car to 800rwhp or so. I haven't had the need to turn up the boost/dyno yet, so I'm not sure where I will run into the efficiency wall. If you look at the two examples that Jr has provided, my setup seems to be making a bit more power/lb of boost (i.e. I am at 9psi and 800/850 and the other car is at 12psi and 860/???). I have been comtemplating upgrading flanges and packaging to go with larger turbos, but I will wait to go to the track before I do that. If I can hit a high 9 at 150 or so, I'll stay put. I will be the fist to admit the the bigger turbos might be more efficent, but if you look at it from the perspective that each turbo only has to support 244CI, it doesn't seem that bad. Buick GN's can get into the low 10's with one of these units and I think they run 23X CI to 20+psi. I think this board does have a lot of bigger is always better mentality. I'm going to let the track tell me if I am ok vs. going by my dyno numbers. This car feels every bit as fast as my low 10 sec (soon to be 9 sec TT Z06) as is. I do have room to up the boost for more power...may not need it. If that is the case, I couldn't ask for much more: car runs cool (180-200degrees even in btb traffic, tuning is as seamless as the AEM can get it, it has been pretty reliable)... However, you will have to upgrade clutch. The stocker WILL not hold up. I learned after just one trip to the track.
I can comment on this setup. I was somewhat skeptical of the turbo sizing at first. I have been surprised at how much power these units have made on the Viper Motor. AT 9psi or so, it powered my car to 800rwhp or so. I haven't had the need to turn up the boost/dyno yet, so I'm not sure where I will run into the efficiency wall. If you look at the two examples that Jr has provided, my setup seems to be making a bit more power/lb of boost (i.e. I am at 9psi and 800/850 and the other car is at 12psi and 860/???). I have been comtemplating upgrading flanges and packaging to go with larger turbos, but I will wait to go to the track before I do that. If I can hit a high 9 at 150 or so, I'll stay put. I will be the fist to admit the the bigger turbos might be more efficent, but if you look at it from the perspective that each turbo only has to support 244CI, it doesn't seem that bad. Buick GN's can get into the low 10's with one of these units and I think they run 23X CI to 20+psi. I think this board does have a lot of bigger is always better mentality. I'm going to let the track tell me if I am ok vs. going by my dyno numbers. This car feels every bit as fast as my low 10 sec (soon to be 9 sec TT Z06) as is. I do have room to up the boost for more power...may not need it. If that is the case, I couldn't ask for much more: car runs cool (180-200degrees even in btb traffic, tuning is as seamless as the AEM can get it, it has been pretty reliable)... However, you will have to upgrade clutch. The stocker WILL not hold up. I learned after just one trip to the track.
What kind trick are they using that no one else could get those kinds of Hp levels with 03/04 hybreds? It does not make sense. I actually agree using 321 since they are not using factory manifolds. That is going to be the weak link as it will have to support the turbo. But the rest of the plumbing would be fine with 304. No reason to have 321 in the charge tubing or down pipe. My car has T60 with an o4 flange and 81 A/R and at 10 lbs boost I am getting around 650 RWHp My car had ported heads, stiffer valve springs, 3" exhaust and water meth (only sparys at 12# plus) I lowered the compression down to 8:1 so I lost any Hp I gained with NA mods. I figure I am probably around 370 N/A Which means I am getting 28Hp/lb of boost. That falls right in line with the graph on the T60 compresser wheel. 800 Hp at 10 psi does not sound correct with these turbos unless you already had 500 Hp NA, and then you better have a huge A/R ratio.
Add the weight reduction package to that list? 
