BSRT-oppsettet til Bergen StreetRacing Team, B230Turbo.

[Batland]

Hello there and welcome.

It is a very mild "stage 1" set up you have there. A good start on the journey to the final goal.

- When running high octane fuel like LPG, 8,7:1 compression ratio is ok.
- LPG is gaseous so the engine needs larger diameter intake runners. Porting is needed and I do have to recommend the exhaust valve trick that I will claim I invented.
- I regard the T-cam as something never to be used in any B230 engine where more power is wanted. For a mild B17 og B19 it is ok.
- I regard all TD04 turbos as WAY to small for any 8 valve 2,3L engine. A simple test will confirme this. Replace the wastegate actuator with a bolt and a valve spring to keep it shut. See if the car is even drivable as a daily driver for a grandmother. If not, the turbo is way to small. I do not like, or see the point of having a Street-Racing-turbocharger that is capable of delivering maximum boost at ¼ throttle at 2500 rpm. and needing vakum operated wastegate actuator to be drivable. I am a firm beliver in "The theoretical NA engine power formula."
- 940 style intercoolers differ. DO88 makes one that I very good, KLR not so much.
- 2,5" exhaust is for a 150 hp Na engine. I believe that any 2,0 L or larger engine with a turbo benefits nicely from having a 3" full exhaust.
- A good MS works well.
- Nice!
- Most stock airboxes need extra holes drilled. They are not designed for owners wanting more power.
If you dyno this car you will be dissapointed with the numbers as a T-kam limits "the theoretical Na power" to about 100 hp.
That means 1,4 BAR boost (2,4 BAR MAP) at about 5000 rpm would be about 240 whp. 1,2 BAR boost (2,2 BAR MAP) about 220 whp.
Airflow always increases with rpm regardless of what happens to the horsepower number. That is just the way it is according to dynoguyes with airhats.


I do not play the crankhp game. There is WAY to much BS out there. We have clowns in this country that gladly adds 30% to the whp number. To put in in perspective. A guy here on VCCN.NO got 297 whp on the rollers with his B21AT engine running about 30 psi of boost. The dyno operator added 6% to this for a total of 312 estimated flywheel hp.
Adding 30% like the clowns do, it is probably a world record number; 297 whp x 1,3 = 386 crank hp from a stock but modified Volvo R-Sport / AT / 1,75" Strømberg turbo-carburetor. I do not think so.

Point being, what is your whp horsepower goal? 400 hp at the hubs or wheels?
You will need a turbo that can supply at least 40 lb/min. of air at the 68 – 70% line in the compressormap. To fuel this airflow to 11,9:1 AFR at 80% duty, you will need 60lb/hr fuel injectors and serious fuelpump and wiring.

G25-550.
The point of making turbos is to sell them to make money. The manufacturers make turbos that works pretty good on most of the average engines. These days this is 1500 – 2000 ccm, 16 Valve head with V-tech, VVT, Vanos, close ratio transmission with lots of gears and so and and so forth.
Volvo Red-engines are in a way different leage and needs a very different turbocharger, but that is just my opinion. For people with 400 hp goal I recommend that they check out turbocharges that has minimum 51 to maksimum 54 mm compressorwheel inducer diameter (smallest diameter) and from minimum 60 mm to maximum 70 mm turbinewheel inducer. (Largest diameter.)
Examples are Turbonetics C15 TNX52/57, GT3071R, GT3271, SX-E252 / 7070 and probably G30-550.

A Turbonetics turbo https://turboneticsinc.com/store/ind...product_id=781 fits like a

OEM

Volvo Garrett T3 turbocharger so til will be a bolt-on / plug and play situation. It will be the best buy for the majority of red-engine owners, but a S200SX-E supercore Part nr. 12709095019 and a Volvo T3 turbine housing machined to fit it from http://slturbo.com/ would be very interesting.