BSRT-oppsettet til Bergen StreetRacing Team, B230Turbo.

[auto660]

Finally a thread where reliability, drivability and a wide powerband are taken into consideration. I hope it's no problem that i'm posting in English and if this isn't the place for asking advice that's ok, i'll make a seperate thread. But i feel like my question and experience can be of value for this thread.

I'm driving my Volvo 240 as a daily for over 3 years now and some changes have been made during that time. I've been doing all the tuning stuff in (tiny) steps to keep it on the road for daily duty. I'm not completely finished yet but my current setup is as following:

- '91 B230F ~8.7:1 with stock pistons and forged rods
- Ported 530 head with stainless 46/38 valves
- Stock B230F intake manifold with stock 90+ exhaust manifold
- Siemens Deka 630cc injectors (and some LPG injectors)
- T-cam 5* retarded (with mildly stiffer valve springs)
- TD04HL-16T with 6cm2 angled housing
- KLRacing intercooler (940 style) with 940 NA radiator/efan
- 3" downpipe into 2.5" Simons exhaust system
- MegaSquirt 3

ECU

with a sequential

MAF

/MAP tune (LS7 frequency

MAF

)
- MSD 6AL ignition box + Blaster 2 coil + trusty old cap 'n rotor.
- Volvo 240 Diesel Airbox for that

OEM

look, takes fresh air from behind the headlight

The car drives nice for a daily, having a powerband from 2500 to about 5500rpm, with a lot of NA torque down from about 1500rpm. The rev limiter is set at 7000rpm but the power doesn't really increase from 5500rpm on. The

MAF

sensor is showing though that the airflow doesn't drop and stays the same all the way from ~5500 until redline, which surprised me. Idle is also relatively smooth for a redblock, ~38kPa manifold pressure.

I'm looking for a bit more power though, i expect that the current setup is making ~280hp at the crank since the 16T is clearly running out of steam. It peaks at ~1.4bar in the midrange and then quickly drops down to ~1.2bar of boost. The wastegate is relatively weak and i'm not pushing the boost control all the way to 100% duty cycle to avoid an excessively high backpressure. If the wastegate can't hold it at ~65% duty cycle, the backpressure must be on the high side already. No reason to push it beyond that. I've just ordered a B230E intake manifold as adviced here that will be modified to fit the Siemens Deka injectors. I've also bought a V-cam to replace the T-cam i'm currently running.

But i'm struggling a bit with the turbocharger selection. The aim is ~400hp crank and i'm looking at the (Pulsar) G25-550 which should give me a bit more headroom and is quite efficient. Currently looking for IWG options only, the 90+ manifold will be ported out to a T3 flange though. I'm looking for maximum response while still having a bit headroom to rev it out further into the rev range for making a bit more power. The EFR stuff is too expensive though while the tried and true T3 stuff is 20~30 year old turbo tech by now.

And some (clickable) pictures i took during the porting process, this was my first time porting a head actually: (exhaust ports have been ported too, just don't have any pictures of them unfortunately)
Cylinder head overview
Combustion chamber
Intake port - Work In Progress
Intake port mostly done

I hope that you (@Batlant) or someone else could give some advice for this setup and give your take on the G25-550. Thanks in advance