WORKS Stage 1 Turbo Kit Pre-Release Offer - Over $800 Discount!

[boredom.is.me]

Although the kits are in very different brackets, I purposely left the name out.

[jailbot]

Shame the D3 kit didn't work out. If it managed to retain both cats and get CARB certified they could have completely dominated the entire California market.

[cdrazic93]

Originally Posted by boredom.is.me

Although the kits are in very different brackets, I purposely left the name out.

I have a feeling this might work better though, as a purely supercharger competitor, since innovate has the no FMIC setup as well. Its nice to see options under 4k for forced induction.

[WORKS]

Originally Posted by dwx

Yeah I assume they are going for a CARB certificate since it keeps all the emissions stuff in place. Price is okay, I am curious if they plan on adding a IC upgrade option at some point. I don't know about pushing the car hard for any length of time with a turbo and no IC.

Originally Posted by hmong337

I wasn't too sure if that was all the kit consists of because I'm sorry to be the negative Nelly here, but from my standpoint, this kit is horrible. 7.4psi on a blow-through setup?! These guys are insane! Being around turbo cars my entire life, GOOD INTERCOOLING is one of the key ingredients to a proper turbo setup. That finned pipe has seriously gotta be a joke.

A blow-through setup (ie: no intercooling) coupled with our high compression fa20 has disaster written all over it. @WORKS You're definitely going to have to prove your kit here with proper dyno videos, sheets, and how you're not detonating. I can see one or two power pulls, but this kit I can't seeing living too long upon hard use.

For real though, all this kit needs is an A2W intercooler in place of that goofy fined pipe. I can see this kit being something different but great. Just needs one of these setups:

Originally Posted by dwx

Yeah I thought of that and the design lends itself to using a barrel AWIC. Would need something to support it, that aluminum finned pipe is light enough to be supported by the end piping, the AWIC certainly isn't. There are plenty of places in that area to bolt a bracket too though. The specs I saw on the pipe show it being 6" in diameter from fin to fin. You can certainly get barrel AWICs which are smaller.

Originally Posted by dwx

I know people who have run non-intercooled turbos on the FA20. If you can run E85 all the time I don't consider running low boost a big deal. 91 octane? Forget it if you want to have an engine survive for very long or unless you limit yourself to 4-5 PSI.

For those curious about our kit not using an intercooler:

First, a bit of WORKS history. We began developing products and tuning turbo cars in 2002. Our lead engineer was formally engaged in developing turbo and supercharger applications for BMWs at Dinan Engineering for almost a decade prior and also consults for OEMs.

We have dedicated 3 of our engineers to the FR-S / BRZ project with almost 40 years of combined turbocharging experience.

The Stage 1 was designed to be our simple entry level kit with low boost, maximum reliability and low cost. We started with this kit for those who want a reliable daily driver that they can still take autocrossing, drifting or on a road course but don't want the added hassles and cost of a complex kit with difficult installation, extra hardware and potential for more boost leaks. It was designed to be plug-n-play for those FR-S and BRZ owners who want more "umph" without any headaches.

At ~.5 Bar of boost, the compressor outlet temperatures did not warrant a complex heat exchanger like many other low boost turbo and supercharger applications. However, we have found a simple, effective, low cost unit at a good value that falls in line with the philosophy of the Stage 1 kit.

For more power with added complexity & maintenance at a higher price, our higher boost Stage 2 kit will be available next year. But, the harder you push any engine, the more susceptible the entire system is to having multiple issues.

We have tuned and maintained a few thousand turbo cars in the past 12 years and continue to do so daily. Only engineers perform our engine calibrations in-house and constant ECU and thermocouple datalogging is utilized throughout the process to ensure safety will not be compromised. We are dealers and well versed in Ecutek, BRZ Edit and Open Flash Tablet. With our Stage 1 turbo kit we have performed hundreds of dyno runs on countless days for over a year and a half with our Dynapack chassis dynamometer in a controlled environment and also tune on the street and on the track for real world driving environments.

We are located on-track at Sears Point/Sonoma Raceway and close to two additional race tracks where datalogging and durability are constantly tested in extreme conditions surpassing normal street driving.

In summary, we have produced a properly engineered (and complete plug-n-play) low boost system at a low cost that offers maximum reliability.

[mkivsoopra]

I'm glad to see that the heat exchanger before the turbo, as seen in various stages of your prototype, did not make it into final production. Can your engineers of 40 years combined experience explain how placing a heat exchanger after the air filter, but before the turbo would benefit the system? By casual observation, it would seem that engine bay temps (post AC condensor, post radiator, with radiant heat from the header below) would be higher, if not the same, as the regular air intake temps, thus possibly heating the air before it even gets to the turbo. What was the rational behind this?

[woode]

Originally Posted by mkivsoopra

I'm glad to see that the heat exchanger before the turbo, as seen in various stages of your prototype, did not make it into final production. Can your engineers of 40 years combined experience explain how placing a heat exchanger after the air filter, but before the turbo would benefit the system? By casual observation, it would seem that engine bay temps (post AC condensor, post radiator, with radiant heat from the header below) would be higher, if not the same, as the regular air intake temps, thus possibly heating the air before it even gets to the turbo. What was the rational behind this?

[sw20kosh]

I don't understand why there is even an air to air heat exchanger in the hot engine bay. There is no cool air for those fins to disperse heat to.

[boredom.is.me]

Originally Posted by sw20kosh

I don't understand why there is even an air to air heat exchanger in the hot engine bay. There is no cool air for those fins to disperse heat to.

Ice engine bay challenge?

[WORKS]

Originally Posted by CSG Mike

Do you guys have a timeline for when this info will be posted?

I'm interested in seeing the logs for when this car was on track, both lap times as well in telemetry.

Originally Posted by CSG Mike

Having seen this kit in person, I'd love to see the track data...

Is there anything preventing you guys from posting logs? Your post indicates that the kit is production-ready.

Originally Posted by CSG Mike

I feel like my questions are purposely being avoided now.

This is the *first* turbo kit I've seen that has been advertised as being track tested by the manufacturer. I'd love to see that track data, as CSG would like to have another turbo option that can be offered to consumers. Was the track testing performed on the car present at SEMA or on the other test mule? Is the SEMA car daily/street driven or purely a test mule?

Will you guys be able to attend the December Norcal 86CUP event at Laguna to demo the car?

Hi Mike,

We certainly do not mean, or intend, to avoid you (or anyone) and hope you understand that it takes considerable time to provide quality responses among the other work we are regularly tending to and therefore may take up to several days to respond, depending on workload.

Regarding your questions about where ECT and EOT stabilized during our Laguna Seca testing weekend:
At full load,
ECT stabilized at 195°F to 199°F depending on driver @ 79 to 81°F ambient w/ WORKS Stage 1 Turbo Kit, OEM thermostat and Subaru Super Coolant 50/50.
EOT stabilized at 240°F to 248°F depending on driver @ 79 to 81°F ambient w/ WORKS Stage 1 Turbo Kit, no oil cooler and 5W-30 Eneos synthetic oil.

Lap times and telemetry were not recorded that weekend as it did not pertain to what we were testing.

With respect to publishing complete logs of data, one thing to keep in mind is the shear amount of data. Through recording almost 30 channels of data, with two different data loggers, during multiple laps, on multiple days it is a massive amount of data.

More importantly though, data is expensive and we, like most manufacturers (e.g. Cosworth, HKS, Subaru, Toyota, etc.), keep that data proprietary.

The testing was indeed performed on the BRZ present at SEMA. The BRZ drives primarily here at the track and does not drive on the street often, unlike our first development kit which sees mostly street miles.

The Norcal 86CUP Laguna event sounds like a good time! It doesn't look like an event we will be able to attend, but we aware of the 86CUP and hope we can participate sooner than later! The BRZ does regularly attend Sonoma Drift, like this coming Wednesday, for locals that would like to watch or even have a ride.

Posted below are photos from our Laguna Seca testing weekend, for those interested.

Hope this helps. Cheers.


TThe tan/brown wires that you see in the engine bay are thermocouple wires used to measure temperatures.


Temperature paint visible on various components/locations.


Data logging with brzEdit.

[mike the snake]

I may come out this wednesday for a ride in your car!

[RehabJeff86]

Wow thats amazing ECT and EOT!! I hit higher temp in my bone stock FRS at MRLS with ambient 55F in 2013..... @CSG Mike @CSG David u should carry this system!

Sent from my iPhone using TapatalkfQ

[Grip Ronin]

im very skeptical of that heat sink pipe doing anything to cool charged air. Especially if its straight thru, going to a already knock prone motor.

[WORKS]

Originally Posted by ecko04

No disrespect but this seems to be an ass backwards way of doing things.

People interested in making power way to know what the vehicle is capable of putting down and to get away from the "like OEM ratings". That's why they dyno their car. They don't want a flywheel number or any conversions.

If you put this kit out and say it's +80hp/tq you're going to be hammered for false advertising if that doesn't hold up on a dyno that measures at the wheels.

Since you already have the kit installed, can you get some dyno pulls done on a dynojet, mustang dyno or dyno dynamics?

Hi ecko,

As mentioned earlier, dyno graphs will be posted with the official release. They will be readings taken from our in-house Dynapack chassis dynamometer.

Converting to flywheels numbers is simply a standard procedure we do for all our products.

Cheers.

[Reaper]

I definitely don't like this style of kit but works has done a really good job of fighting off the questions before this turns into a flame session like it could have. My first impression was ew and almost commented negatively but they have so far done a good job dealing with this community. Even though they keep being asked the same questions over and over. I'm in for updates as I'm skeptical myself.