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Jim,
You should see quite a few opinions on this one but figured an additional couldn't hurt matters.
Your APC could benefit from an upgrade and provide higher and more constant boost levels.
Next step is normally turbo, camshaft, or cylinder head. No need to look for restrictions as this would be a given at the 16V cylinder heads. A simple reformat and multi-angle valve seat grind (with back-cut valves) can improve matters significantly. The 2.1 liter intake manifold has a larger diameter inlet but would not mate properly to the 2.0 liter cylinder head unless the latter was modified. We see many customers upgrading to both the 2.1 liter cylinder head and intake combinations but the 2.0 liter variations can be modified to flow substantially better than the 2.1 and 2.3 liter designs.
Exhaust systems need to be less restrictive on the turbo engine applications but the 60mm (2.5")OEM pipe size has a mapped potential of over 400bhp of exhaust flow. Implementing a 3" system/larger pipe will only create more noise and increase backdraw on deceleration ("crackling/popping"). Stick with the 2.5" diameter and concentrate on removing restictions. Remember that the turbo is the most significant restriction to exhaust flow and your engine horsepower rating is partially limited to how much exhaust is allowed through the turbocharger's turbine. The muffler is generally the most substantial restriction after the turbo followed by catalytic converter and bent/crushed pipe.
Do not attempt to implement a "dump valve" on your Bosch LH fuel injection system as this will create potential fuel delivery issues. It never makes sense to measure the amount of air (air mass meter)entering the engine, send this signal to the LH control unit for interpretation and then dump the air into the atmosphere. The MAP systems are a different story but limit any potential losses through your LH by sticking to the recirc/bypass valves.
Good luck and regards!
SWEDISH DYNAMICS
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