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... is that you can tailor it for throttle response and flow at high rpm levels (that's why Saabine's bottom end is a bit more elaborate than strictly necessary for the target hp range - I want to be able to -use- the revs, and an extra 100 cc capacity tends to make things more responsive, too) so you don't need to turbocharge the h*ll out of your engine.
If going for a stock size piston or mild overbore only, with continued use of APC protection - by all means, go for the stock piston. I was coming from a 93 mm (2,119 cc) conversion (pistons were not up to the job no matter what the vendor said) and did not want to lose too much of the gutsy power delivery, and the 92 mm Cosworth slugs were the biggest that my engine builder felt comfortable working with. Hey, if it's good enough for Per Eklund's 4x4 Viggen (92x77 mm BTW), it should do all right for me!
What kills transmissions is jacking up the boost sky high on an engine/intake/turbo/exhaust with (near-) stock flow characteristics. You'll have more than enough low/midrange torque to spin your front wheels like crazy each time you look at the accelerator pedal and break the gearbox, and still not enough top end power to seriously challenge the big boys at the track or a winding road. You'll be shifting like crazy, too - where the stock engine runs out of puff at 5-5,500 rpm, you'll be hitting the flow limits of your small turbo, head etc a couple of hundred rpm earlier giving a diesel-like kind of power delivery. Nice for hauling stuff, not so good for serious (track) driving.
900 Aero - according to your own figures, the 2.1/2.3 head flows 192 cfm on the intake side and the '86-'93 2.0L 182 cfm - that's only 5% difference with a 14% increase in port area. I'm guessing the gains when porting a 2.0 head to match the bigger intake would yield similar gains???
The T5 and T7 heads however, are a whole different ball game in temrs of flow... :-)
posted by 82.169.6...
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