If you look at a 16T compressormap, you will see a capacity of about 435 cfm @ 2.0 PR. 435 cfm is almost 30 lb/min. and 2.0 PR is about 0,9 BAR boost in the intake manifold.
This tells us that at 16T compressor i able to support an engine produsing 300 hp with 0,9 BAR boost and ergo support an engine that flows enough air to support more than 150 hp naturally aspirated.
D-cam and V-cam is similar and can be viewed as something like a 135 NA hp camshafts. 300 hp turbo divided by 135 hp engine gives us 2,22 BAR MAP = safte up to 1,22 BAR boost.
A 16T turbocharger is safe for use with a V-cam equipped B230 engine running about 1,2 BAR boost.
Precision turbo and Turbonetics can not be bothered to produce compressor maps. Americans obviously usually just test their way to find what works for them. Theory and thinking seems to very painfull for large numbers of them so no need for P&T us use loads of money to make compressormaps that most people do not know how to use anyway. Just look at the LS-engine community. Yikes.
We have made 3,3 BAR boost at about 2800 rpm. on a B230 engine with a turbo having 64 mm turbinewheel inducer, so I do not see the need for a turbocharger with anything smaller than 59 mm turbinewheel.![]()
The problem with crank horsepower is that it can only be found when the engine is totally free and on its own on an enginedyno which is the optimal solution for engine development. Everything changes when the engine is put into a car where one can only measure two things, wheel / axle torque and rpm when running hot engine coolant and flowing air through bad airfilters, bad intercoolers and small exhaust systems. You see the problem.
Two local 940 owners have been dynotesting. The DO88 intercooled one did way better than expected and the KLR one did way worse.
Most people is unaware that when one looks at a turbo engines end results and divide it into; NA engine hp, turbo hp and Intercooler hp, the intercooler is responsible for a larger horsepower increase than the turbocharger boost itself. That is something to think hard about for very long time. A GOOD intercooler that is.
Story:
One upon a time I had a B19ATL engine in my car. A friend wanted to buy it and he tested the car. Running 2. gear in overdrive, giving full throttle and deactivate the overdrive at 0,5 BAR boost spun the tires as rpm and boost jumped up. He bought the engine without my expensive and massive intercooler. He bought the engine and added some cheap shit intercooler and it was never the same ever again. Intercooling needs to be taken most seriously if one is interested in power. This is why I promote products like DO88 intercoolers and Turbonetics turbos without getting anything in return for it from anybody. I just do not see the point in people getting bad results supporting greedy bastards selling junk to make a buck.
A local hero had his Cosworth on the dyno. The owner is fan of stock parts and was positive that the stock intercooler did not rob any horsepower regarless of what we said.
Just a quick test with some pipes and some hose to connect a universal D088 intercooler gained a lot, about 50 hp if i remember correctly. It was a lot and the owner changed his mind on the spot.
Do not never, ever cheep out on fuelpumps, wiring for it or on intercoolers.![]()
The best way to test is to remove parts when on the dyno. If there is no horsepower increase when disconnecting the airfilter or exhaust system, then you have the right parts.![]()
The dyno graf show a pretty nice setup. A 16T pushing about 1,0 BAR of boost through a GOOD intercooler should be able to double the numbers.
Hehe, og course it was DV inpired.![]()