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KillaBoost Manifolds, 4/32 fallon Street, Thurgoona (2026)

02/05/2026

HARRY’S VK!

This VK made the trip up from Melbourne’s south-east with something a little different in mind — a custom low-mount single turbo kit tucked behind the front bumper.

We’ve built a number of these in twin configuration over the years, but this was the first time doing it as a single like this.

We started with our universal VB–VS LS 4-into-1 turbo manifolds, V-banded into a one-off front crossover that Y-pieces both banks together into a V-band entry Pulsar G45-1600. Due to the length and weight of the pre-turbine pipework, a fixed hanger was fabricated to properly support the system.

Boost control is handled by a Turbosmart 50mm ProGate, with both the turbo and gate positions carefully planned to retain full steering lock — no need for a steering limiter — while still allowing proper clearance and serviceability. Turbine outlet routing was also a factor for full lock but came back far enough to make sure a generic pod filter can be fitted as an intake later if needed.

A girthy 4-inch dump pipe was then fabricated and supported with a decent fixed hanger to keep everything exactly where it belongs.

For the intercooler, we wanted the 600×300×100 core to sit as far back as possible so the VK front bar would fit properly without the cooler hanging out the front. This required tapering the radiator support and trimming the rail edges to gain the room needed. The cooler does sit slightly below the bar (around an inch), but once trimmed around the pipework and fitted it came up nice (forgot to get a pic)

A complete one-off intercooler pipe system was fabricated using:

* 4 × Plazmaman clamp kits
* Plazmaman GM throttle body adapter (modified for bonnet clearance)
* 2 × Turbosmart RacePort BOVs

The BTR manifold and pipework were finished in satin black powder coat for a clean, factory-style look.

To simplify the pipe routing and improve the engine bay layout, the radiator was flipped 180° so both outlets sit on the passenger side. This made a big difference to the final presentation.

While the turbo system was underway, we also set up the oil scavenge system — supplying the pump, fabricating a mounting bracket, and building a custom stainless drain into a flexible section as required.

The exhaust system is currently a temporary setup, utilising the existing tunnel in the car. Once the rear end is finalised (diff, tailshaft, ride height), we’ll revisit it and run a full system past the diff and out the rear with mufflers.

Looking forward to seeing this one back when it’s ready for the next stage.

All the best with it, Harry.

17/04/2026

Killaboost Stealth VE TT Ute goes auto…..

I wanted proper overdrive for long-distance driving, good street manners, factory shifter, and a setup that just works. No interest in racing this car or chasing ETs, and didn’t want the unknowns and development time of making an 8HP70 work.

A stray 6L90E popped up on Marketplace pulled from a VF GTS and needing a home — never know what you’ll get with marketplace but hey.

The result is a ute that makes serious power if you want but drives like a factory car.

Just over 1000hp on 20psi. Enough to chirp second. Effortless everywhere else.

6-speed auto, small converter, conservative camshaft, flex fuel, cruise control, and all factory comforts still in place. Exactly the change I was looking for.

Build partners:

* 🛠️ Fabrication & turbo kit: Killaboost manifolds
* 🔌 Electrical: Gordomotive
* 💻 Module programming: UWC – Justin Stark
* ⚙️ Tailshaft: McGaffin Engineering
* 🌀 Converter: Craig’s Automatics
* 🧱 Engine: NVE-built LY6 364ci
* 🎯 Tune: LS Tuning & Performance
* 🚒 Flexplate, crossmember and arp gear- Engine Master Albury

Big thanks to everyone involved — and Luke for running the car up this afternoon.

17/12/2025

SOLD

26/10/2025

BAD-GTO…….. BAD-CHAD!

Chad bought his tastefully modified GTO coupe down from Sydney to get a bit more serious. This time changing out from the procharger to get back into a turbo system!

The task was to build a custom turbo kit to his requirement using a GARRETT G50

🔸 Custom “from scratch” 4 into 1 turbo manifolds suit v band entry large frame garrett, suit 60mm turbosmart powergate, 2.5” rear crossover inc EGT X8

🔸 4.5” 2 piece v banded stainless dump pipe that exits behind the tower and finishes as a side pipe, notched into the GTO side skirt

🔸 fabricated stainless oil drain pipe

🔸 joined compressor of turbo into existing intercooler pipes that were used for the procharger system

🔸 Turbo brace fabricated to cylinder head.

Just before the car got dropped off Chad stitched me up with about 30 hours worth of extra jobs to completely finish the car to a tuneable state completely ready to roll 😂😅. Example of the jobs relocating and remounting a bunch of parts, leads, relocate coils, some electrical work to suit the new alternator location. Anyone who puts turbo cars together knows the amount of effort that go into these things to get a great result.

Last couple jobs on the list Gordomotive wired in the tailshaft sensor and the 4 port mac boost controller solenoid.

Yesterday arvo LUKE LS tuning got the bad gto on the hub dyno for a couple quick hits. Touch over 1150 RWHP on 25 pounds, plenty to get started to get the car to track and start dialling it in. The car also has a pretty decent nitrous system so that’ll be next to start introducing that.

All the best for chad, car was a pleasure to have in the shop and still one of my favourite cars. Things rad

04/10/2025

NOT AN LS?!! 😱

Azza’s “iron lion” 5litre powered VS stato all the way down to Albury from Newcastle for a custom turbo kit. Something different from 11 years straight doing LS stuff.

The job consisted of…..

🔸 Custom turbo manifolds/crossover with neat, practical and conservative fitment being a focal point. Primary focus ignition lead clearance and plug access. As always gasket faces milled etc, copper manifold gaskets. Turbo being used is an older proboost GTX45 t4 foot, been a minute since I’ve done some t4 stuff.

🔸 Positioning of Turbosmart 60mm powergate, with both option of screamer and plumback via wheelwell.

🔸 Fabricated stainless 1” turbo drain into an12 flexible section

🔸 3.5” stainless 2 piece dump pipe, removable mid section for plug access and easier install

🔸 Intercooler piping from compressor to TB, also converted throttle body to boost coupling

Owner has big plans for this car with a really stout engine in the pipeline, matched with haltech engine management and an e85 fuel system. All the best with it mate and appreciate the mammoth effort travelling all that way to bring the car down to Albury.

Killaboost

16/09/2025

Well, I told most the story last night with the turbo change, but I didn’t mention what happened after 15psi/550kw

To recap- the thrashed out tired 5.7 ls1 in this car is the original motor from September 2002 that has the factory fitted piston slap and lifter tick. 265,000ks she’s just only barely run in. Camshaft stock and never been touched, heads never been off, big end and main caps have never been off, stock head bolts, ring gap is not a clue, stock oil pump, stock trunions and the timing chain loose as a goose……

Only mod to this motor? Crow dual Valve springs that we did in 2021.

Big red eats boost like a hungry hound and really loves it, at the 10-15pound mark it always seemed like it wanted a bit more.

What about 17psi? 18? 20?
Surely nobody hates this little engine enough to feed it 20!?

Well, it copped 23psi, producing a ridiculous 964HP/719KW. Big red actually took it pretty well but we decided that was enough……

All in all, great test session for science seeing what this engine would actually make with this turbo kit. And yes I’m well aware we are about 500 horsepower passed the “Facebook recommended limit.” And Yes I’m also aware that I could have just spent 78 cents on a barra to achieve the same thing 🙄

Big thanks to Luke LS tuning for working with us on this one. The man on the keyboard running the dyno keeping this little engine safe always. Over 10 years working together on turbo LS stuff as a fabrication/tuning collaboration, always a great time. Also thanks to Gordomotive for wiring up our new fuel system and eboost changes etc, the man!

Got any questions about the entire combo in this car? Drop em in the comments and I’ll get back to ya best 😎

15/09/2025

RESULTS……. Long post warning

We have made the change from the YOURMILES G42-1200 (disregard the comparison sheets where it says 1450) to the TURBOSMART 7675 to do some testing and report back with our experience of what we found with this particular combo….. I apologise for the long post!

You’ll hear me mention EMAP about a hundred times, What is it? EXHAUST MANIFOLD ABSOLUTE PRESSURE- which is achieved by measuring the pressure in the turbine housing to calculate the EMAP ratio which is the relationship between intake manifold and turbine pressure differentials……

SETTINGS IN BOOST ADJUSTMENT MADE VIA EBOOST2. When comparing the sheets I have provided settings 5, 9, 11 and 15.

In the sheets there is the yellow line that represents the TURBOSMART 7675, and the blue line that represents the YM G42-1200 1.01. The data from the G42 was yielded in the same car, same engine and same turbo kit in 2024 during a test session. Luke has overlayed the 2 turbos at the same boost levels. The top box represents the powergraph, second box is intake manifold pressure, 3rd box is turbine housing pressure. This isn’t a perfect “shootout comparison,” but as accurate as we could make it to compare the pair.

TURBOSMART DATA…… (yellow line)

🔸SPRING PRESSURE = 4-5psi = 325kw

🔸25% duty cycle = 9psi = 413kw (approx 20kw gain per pound of boost) EMAP = 1.38:1

🔸35% duty cycle = 11psi = 477kw. EMAP = 1.40:1
(Approx 30kw gain per pound of boost)

🔸45% duty cycle = 15psi = 550kw. EMAP = 1.35:1 (approx 20kw gain per pound of boost)

No nonsense, Both turbochargers make excellent power on our stock manual 5.7 ls1. Pound for pound it’s bloody close not alot in it really when you look at peak power comparing the 2. What is VERY noticeable and impossible to deny is how massively higher the turbine pressure is within the turbosmart 7675 compared to the G42! Even on the first run it was evident that we had higher than expected turbine pressure with a 7psi spring the thing nosed to 4 pound in the top end. Ideally we want to be as close to 1:1 and no where near 1.5:1 if you’re talking about an efficient turbo system. This is something I didn’t expect when you look at how ridiculously efficient the G42 is in all 4 runs on the turbine side (bottom box)

By 15psi they both make the same peak power within 10kw (f**k all difference) but the turbosmart 7675 EMAP ratio is 1.35:1, the G42 has a NEGATIVE pressure ratio which is almost unheard of!! (0.9:1)The turbine pressure is LOWER than the intake manifold pressure. This tells us that the g42 is more efficient on the turbine side at these particular boost levels than the turbosmart.

What we do know from the turbosmart where it isn’t as efficient on the turbine side, it is very hyperactive on the compressor side with the way it moves boost and responds to change, turbine pressure for us was just part of its nature. Response compared to the g42 is very similar, power per pound very similar. Where I think this turbo would excel is in a smaller cube 4 or 6cyl platform (barra, RB, 2j etc) where it would be pushed around the 35-50psi mark you will probably see this type of turbo really come alive and come into its efficiency range. This turbo works OK at lower boost levels but honestly I wasn’t that stoked on it on a mild LS1 that doesn’t need a lot of boost.

The reason I’m not that stoked is it does almost the exact same thing as a 1500 dollar turbo (TS is slightly less responsive also) and this turbo is nearly 5000 dollars. The turbine efficiency at this boost level just isn’t there and turbine efficiency is everything when it comes to making power reliably with a turbo LS. It still makes power, it still sounds rad- I am respectfully showing our findings and giving the feedback as requested. As stated previously I always love getting in to do testing and measuring a state of change.

Killaboost

13/09/2025

ALWAYS UP FOR TESTING NEW THINGS….

This company needs no introduction other than being the world’s leader in boost control solutions. Wastegates, BOVS, boost controllers, fuel pressure regs, oil pressure regs and the list goes on with the products these guys make.

I have been a loyal and dedicated customer of Turbosmart since 2013, I respectfully refuse to use any other brand for boost control solutions- nothing personal I just stick with what works and what I trust.

In March 2025 the guys at Turbosmart reached out to me to see if I would be interested in doing a run of testing with their new range of turbochargers. The answer here is YES, testing and trying new things is the best part of my job and something I love doing.

To simply bolt this turbocharger to the existing turbo kit was not going to happen, all hardware, fl**ges and orientations are different to the notorious g42/g45 frame which called for a revision of the turbo position to suit and complete replacement of the dump pipe to suit said changes, not a 5 minute job by any means! Everything down to the fabricated oil drain line had to be remade and or altered. None of this is a problem it’s just another day as an automotive fabricator- but it takes time…… IFYKYK

Before I go any further I’ll make mention that Turbosmart did not pay me to go to all this effort, and no I did not receive free turbos or free parts I still paid my way.

My first impression of the turbocharger is it’s physically very different to our commonly used g42/g45 garrett frames, (Bitta gettin used to). The frame size is evidently smaller but hey kings, small things can still achieve great things! Choosing or spec’ing the right turbocharger is definitely different in comparison to a garrett or garrett copy by the way the wheel measurements and housing a/r are determined so choosing this turbo was a bit of a punt but I knew we would be in the ballpark of something that’s going to get the job done. I chose the 7675 1.24 v band which is as close as you’ll get to a g42-1450. There is the option to go one size bigger to the 7880 which is most like a g45-1500 but I chose to stay a size down being only a mild 5.7 ls1 manual to test with.

The turbo itself is boxed and presented perfectly and like all Turbosmart offerings. The instructions within the paperwork in the box are an absolute pi**er plenty of facetious Aussie humour thrown around in there we had a laugh at that (especially step 1. NEVER GO IN DRY 😂😂). The hardware being the inlet/outlet clamps and fl**ges etc are really high quality. The clamps are a step above anything else I have worked with in my time doing this stuff. The inlet fl**ge to the turbine housing is good, fabrication business as usual. The turbine outlet fl**ge in my opinion has too much play within the self locating step to the turbine housing it should be a bit tighter to keep the fabrication process precise- not a major deal but if I was gonna pick one thing that’s all I got to whinge about. Best thing about the clamps is they have their individual part number stamped on them so if you happen to destroy a clamp you already know the part number and can look it up super easy.

Turbosmart pre fit the oil feed fitting, just your regular an4 that was nice and easy. The return they pre fit a generic an10 to ORB10 that screws directly into the core. My preference I prefer to use a 1” stainless pipe and 2 bolt plate off the bottom of the core so I did make that change to suit my needs and joined into our an12 timing cover oil return. Pics will also show I welded a AN4 fitting into the turbine housing- common method to measure turbine pressures on the dyno and an important part of turbo kit testing in my opinion.

The fabrication is done and the car is prepped. We have changed to the turbosmart 7675 v/v 1.24 from the YOURMILES g42-1200 v/v 1.01. The g42-1200 is a personal favourite of mine.

What sort of difference/gain/benefit do we expect to see here? Will this turbo be better or worse? Will it live up to the hype? We will be starting with a 7pound base setting via turbosmart 60mm powergate, and venturing north from there using turbosmart EBOOST2 and 4 port solenoid.

Combo…..

- 5.7 ls1, 265,000ks, stock bottom end

- The turbo kit is one of my entry level VT-VZ designs. Sporting tidy, effective and reputable log manifolds, 2” crossover, 3.5” dump pipe, 60mm gate, aeroflow race series 600/300/100 intercooler, full Plazmaman clamp system within the cooler pipes, gate plumbed back, the most simple turbo system one can put into a commodore

- TR6060 manual trans, NPC twin plate clutch, custom tailshaft, Malex conversion plate kit, Stock 3.46:1 diff gears

- undercar surge tank using 2 x walbro 525, straight e85, stock pump within the factory tank to supply surge, controlled by Turbosmart FPR10 fuel pressure reg, 1000cc Bosch injectors

It’s time to give the car the Luke LS tuning to run her up and see what the old girls got! Feel free to jump in the comments and argue about what’s good and what’s not. Results will be posted MONDAY 😎

21/08/2025

BOOKS CLOSED FOR 2025.

I have updated the job board this afternoon, all spots for 2025 are filled, locked in and spoken for until Christmas time when I take off for a couple weeks away from the grind.

If a miracle occurs and there is some time late November for a couple more then I’ll get them done if possible but no promises will be made.

All order taken now will most likely go in for JAN 2026 when the year kicks off.

Killaboost

31/07/2025

Hi guys, currently I am booked up for the next 12 weeks, Christmas cut off will be called end of august/start of September 👍👍

KillaBoost Manifolds

02/05/2026

17/04/2026

17/12/2025

26/10/2025

04/10/2025

16/09/2025

15/09/2025

13/09/2025

21/08/2025

31/07/2025

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