Stedebani Turbo PT Cruiser

Stedebani Turbo PT Cruiser Stedebani Turbo PT Cruiser
Specialty File

Among souped-up cars we test around here, most are modified versions of already powerful cars such as the Dodge Viper or Chevrolet Corvette. Now ask yourself, does that make sense? Does a 450-hp Viper really need more horsepower? Doesn't it make more sense to soup up something that really needs the extra oomph-maybe one of the 13 econoboxes we tested in last June's issue?

The obvious answer is that Hyundai Elantra buyers aren't nearly as willing to fork over 20 grand for a turbocharged, Lingenfelter-tuned engine (even if one were available) as a typical Corvette owner is.

Now there's Chrysler's PT Cruiser-a car that's ingenious in styling and utility, costs about 20 grand, and is unfortunately dreadfully slow. We've been amazed at the PT's broad appeal, which is just as likely to catch the eye of a Gen-Y teen as a 55- year-old empty-nester male. It's the latter group that we figure will buy the PT and immediately set to work customizing it.

We've tested both automatic- and manual-transmission versions of the Cruiser and have found acceleration wanting. Manual versions are less peppy than we'd like (0 to 60 mph in 8.5 seconds). Automatic-tranny versions are, however, merely adequate, needing 10.9 seconds to reach 60 mph, slower than most sport-utes. So now we have a car that not only needs a power boost but is also highly likely to get it.

We proved ourselves right sooner than we expected when we spied this turbocharged PT Cruiser at an eastern-Pennsylvania car show in May. After all, Chrysler started shipping the cars in late March, and we doubted anyone would have had the time to develop meaningful and dependable engine mods.

But Steve Fults, the president of the Stedebani Enterprise Company and the developer of the turbocharged Cruiser we were admiring, assured us that his PT Cruiser Turbo was dead-nuts reliable and had 53 more horsepower than a stocker. Even better, he had just started selling a PT Cruiser kit for $2495 that included an instruction manual and all needed parts to convert a PT to turbo power.

The Stedebani Enterprise Company is a relatively new outfit started by Fults, 38, three years ago. Fults's occupation for the previous 17 years had been selling industrial CNC milling machines and instructing owners on their use. It wasn't a stretch, therefore, for Fults to open his own machine shop in Manchester, Pennsylvania. A lifetime car nut, Fults's company produces not only one-off engineering prototypes and turbo conversions but also suspension bits for Mitsubishi cars.

Fults figured the PT Cruiser was the perfect way to expand his automotive-aftermarket product line since his young company would know as much about this brand-new vehicle as would the more established tuning shops.

His recipe for more Cruiser ponies centers on a Garrett TB03 turbocharger, which is baked into the all-inclusive turbo kit. Supercharging or turbocharging an engine is a quick way to gain power since the blowers are basically pumps that force more air into the engine. More air equals more power. The PT's pinched nose, however, made packaging for a super-charger too tight, so Fults settled on the turbo.

Adding the turbo and its air-boosting capability meant Fults had to find a way to complement the increased air with more fuel. He restored the proper ratio by modifying the stock fuel pump to increase fuel pressure. He also added a pressure regulator that varies the amount of fuel pressure depending on the amount of boost in the intake manifold. When there's positive pressure in the intake manifold, the regulator ups fuel pres-sure, which in turn increases the amount of fuel the injectors squirt into the intake ports.

Fults also uses intake-manifold pressure to signal an MSD Ignition spark controller to retard timing and avoid detonation when the turbo's on full boil. The unit comes preprogrammed, but the owner can customize the spark program if he/she wishes.

Fults relies on the PT's stock oxygen sensors and engine-control system to fine-tune the air-to-fuel ratio for proper emissions, and his kit retains the stock catalytic converters. He has yet to obtain CARB certification for the kit, but he claims that he's never activated a check-engine light and plans on pursuing certification shortly. During our day-long drive, we didn't hear a ping of detonation, see the dreaded idiot light on the dash, or notice any strange performance. The turbo car felt as though it could have come from the factory.