how much power can you get out of a 1.3

[bhearts]

Moar power on boost, B3 NA gas mileage off boost.

But it's so terrible to drive on the highway. Lol. I'd rather sacrifice getting into the 40mpg range of it ment I could hold 70 in a head wind.

Sent from my SM-G900V using Tapatalk

[TominMO]

My question is, why go to all the trouble and cost of making the b3 into something it was never designed to be when you can drop the very worthy B6t in there and put all your savings into the rest of the car. I am just baffled. Sorry just my opinion.

Moar power on boost, B3 NA gas mileage off boost.

[azgtx]

My question is, why go to all the trouble and cost of making the b3 into something it was never designed to be when you can drop the very worthy B6t in there and put all your savings into the rest of the car. I am just baffled. Sorry just my opinion.

[Advancedynamix]

On a b3, your going to blow it up before your throttle body is an issue. However, airflow through a turbocharged engine is more important than through a naturally aspirated engine. Thinking of boost pressure as a cure all bandaid will result in a poorly tuned turbosystem.
A turbocharger is a centrifugal supercharger. This means that it speeds the air up so fast that the weight of the air is what compresses it. Anything that slows down the air will reduce the efficiency of this system. Boost pressure builds at the point of most resistance and backs up from there. It doesn't build at the turbocharger and go towards the valves. In a non intercooler setup with an open (or non existent, like in a diesel) throttle body, pressure will start building at the intake valves and back it's way up to the compressor. Any restrictions in flow will reduce the air speed and thus reduce the efficiency of the system.
If the system has a charge air cooler, boost pressure will build initially in the charge cooler. This reduces the efficiency of the system until the cooler is able to absorb enough heat to maintain air density. It is best to run without an intercooler if your going to run less than 10psi of boost. The benefits of an intercooler, with most modern turbochargers, can only outweigh the pressure drop at charge pressures over 12psi (obviously this depends on cooler design and placement).
Brian's intake manifold cooler is a good idea because the charge cooler is integrated into the plenum. You'd want to isolate the manifold from the head with a composite spacer to reduce heat transfer to the manifold.

[beazo]

Not sure about that one man, sorry.

[bhearts]

What the saying about head porting, raise the roof don't lower the floor? Or is it the other way around

Sent from my SM-G900V using Tapatalk

[bhearts]

Hopefully my head work will cost me less than 1000 dollars. All i need is some long polishing stones and some long carbide burs. And a lot of ear plugs, lol.

Ear plugs for sure.

Sent from my SM-G900V using Tapatalk

[beazo]

Hopefully my head work will cost me less than 1000 dollars. All i need is some long polishing stones and some long carbide burs. And a lot of ear plugs, lol.

[bhearts]

True, but in saying that, there is no reason to add any more or allow existing ones to remain, and perhaps a bigger turbo later in life will alleviate all of the restrictions totally.

That is typically the cheapest bang for the buck. 1000 dollar head job, 15 percent gain. Turn the boost up for free.


Sent from my SM-G900V using Tapatalk

[beazo]

True, but in saying that, there is no reason to add any more or allow existing ones to remain, and perhaps a bigger turbo later in life will alleviate all of the restrictions totally.

[bhearts]

Going to have to agree with advanced on this one. Any kind of air flow, forced or otherwise can have a very big difference if these restrictions aren't at the very least turned into smooth transitions. Usually why ports are rounded off and not taking harsh angular changes in direction.
As for the throttlte body, the way i look at it is that it was engineered specifically for the stock engine. So if the , lets call it flow rate of air is going to increase, then the size of other areas would benefit from an increase also. I'm not 100% on the path I'll be taking with the throttle body, but an upgrade will definitely be on the cards.

However this isn'tgoing to be an overnight build, so I will be focusing souly on the internals of the engine to begin with, and working my way out to manifolds, and then turbo fitment with throttle body and intercooler options last on the list.

We're not taking port mismatches and rough edges though. We're talking about pipe sizes. Whatever size throttle body you end up with will almost inevitably be larger diameter then your impeller head opening on your turbo. So that should be the one true restriction in the system.

Sent from my SM-G900V using Tapatalk

[beazo]

I would use the lower intake manifold and build a plenum on it. It's quite the complex shape and the ports start at 1.22 and taper down to 1.1 at the head. Which should really help off boost torque. Boost doesn't really care about intake restrictions. Hence why turbo builds rarely worry about bigger throttle bodies.

Sent from my SM-G900V using Tapatalk

Going to have to agree with advanced on this one. Any kind of air flow, forced or otherwise can have a very big difference if these restrictions aren't at the very least turned into smooth transitions. Usually why ports are rounded off and not taking harsh angular changes in direction.
As for the throttlte body, the way i look at it is that it was engineered specifically for the stock engine. So if the , lets call it flow rate of air is going to increase, then the size of other areas would benefit from an increase also. I'm not 100% on the path I'll be taking with the throttle body, but an upgrade will definitely be on the cards.

However this isn'tgoing to be an overnight build, so I will be focusing souly on the internals of the engine to begin with, and working my way out to manifolds, and then turbo fitment with throttle body and intercooler options last on the list.

[FestYboy]

Brian, are you familiar with how A/C works? It's the same principle and the same thing happens but on a smaller scale.

[bhearts]

But, I am a simple theologian with not actual real life experience. At what point would one want to upgrade a throttle body

Sent from my SM-G900V using Tapatalk

[bhearts]

Brian.... really? Lol

A well seriously though. Why worry about your two inch throttle body when your valves per cylinder don't even equal up to that area. Even valves per 2 cylinder on the b6d still isn't 2 inch total area. The valves are the restriction.

Sent from my SM-G900V using Tapatalk