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, Mon, 12 Aug 2002 00:03:02
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Sounds about right. Abbotts c900 IC was off a '93 (post-'89 plastic tank IC); yours was the '86-'89 plastic tank IIRC? Could explain the difference in measured pressure drop.
I think the lesson we can draw from the measurements is that, while swapping OE IC's for a bigger & better placed OE one can significantly lower intake air temps without resorting to other measures, but won't decrease intake restriction/pressure drop. All measured OE coolers and almost all direct replacments were within a narrowly defined range - 80 to 115 cfm which is quite low as IC's go and means, relatively spoken, there's little to choose from in this respect. Other manufacturers' OE IC's seem to pose the same kind of restriction.
I also think it is fair to say that installing an IC fan on a c900 will yield results of about the same level as a 9k FMIC, and for the next step upwards a specialised aftermarket IC like the ones you mentioned is the way to go. OTOH, as 9K's or 9-3's w/Viggen IC (which I presume will not be better than Abbott's version) seem to go towards (and sometimes beyond) 300 hp with OE IC's the expense and trouble of fitting one of those to a c900 may be overkill, given the limitations of c900 gearbox and FWD. I for one think my money would be better spent elsewhere - as with some Jap turbo cars it's feasible to built a 500-600+ hp Saab engine given enough money, but what are you going to do with it in a Saab? ;-)
Roughly speaking, I think the IC upgrade path on a c900 is as follows:
Stage 1 - stock IC or retrofit to pre-'86 8vT: low flow, low IC efficiency
Stage 2 - stock IC+ fan OR 9000 FMIC: low flow, high IC efficiency
Stage 3 - Spearco et al: high flow, high IC efficiency...
Consensus? :-)
posted by 62.58.17...
, Mon, 12 Aug 2002 00:03:02, Tue, 13 Aug 2002 13:42:21
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