cheekychimp
Well-known member
Alright guys, I understand this is newbies and not tech, but one of the things we 'try' to promote on this board is constructive advice. At the end of the day it is your car and how you modify it is your choice but we like you to be able to make informed choices and be aware of possible issues even if you choose to go a more unorthodox route.
So with that in mind let's 'try' to answer this guys query by focusing on what he is asking. He has already stated this car will be an autocross and weekend car primarily. To my mind, unorthodox though it might be his choices in this respect are not that crazy. An EVO III 16G will spool very quickly on the car which added with the extra torque created by the additional 300cc displacement should make for good autocross performance. Street driving should be fun as long as he doesn't try and drag out every shift to the redline because although the stock redline should be okay for the stroker that turbo is going to choke and tail off at peak rpms because of all the extra airflow.
The stroker isn't known for producing massive power. Properly built 2.0 litre cars have been proven to be able to produce just as much power as the strokers by making up for displacement with rpms and at the track where higher rpms equal higher trap speeds the 2.0 litre tends to rule. From what I can tell however the OP has no intention of trying to build a drag car and consequently all things being equal and given his modest power goals I'd say he can expect the stroker to give him a 10-15% power advantage over the stock 2.0 litre up to about 6000-6500 rpms since the power will come in earlier. In that sort of area I would expect it to be easier to maximize the power he is able to get out of the EVO III 16G. The EVO III is a 400 hp capable turbo but pushing that much power out of it is beyond the capabilities of all but the best tuners (although using E85 seems to help considerably). I personally would also be concerned about the service life of the turbo if pushed to it's absolute limits like that. It is one thing to experiment to see what you can do, another to tune for daily driving. Nate Crisman is doing insane things with the 14B but he'll be the first to admit he is blowing up engines left, right and centre in the process. Hell he has a whole thread going on it right now.
No-one has even mentioned cam choices in this thread. All this talk about pumps, injectors, FMICs etc but no-one has even touched upon the very two different airflow characteristics of these engines. I guess with stock cams which are designed for low to midrange and with the relatively small turbo being considered perhaps it IS less of an issue and one might argue that for autocross those stock cams would be ideal but chances are that with a little thought and more careful cam choice the OP could increase the top end of the stroker at least to the stock limiter without making the bottom end soft creating an extremely wide power band. Then again, that's a moot point because if you do stick with the 16G it doesn't matter how well the head flows if your turbo can't handle the airflow!
I'd say that with the power you are likely to see from this turbo you will be safe with a stroker. You will have to accept that you will meet the airflow limits of this turbo before you reach the limiter. A logical option is something like a 20G mentioned above but the OP needs to decide based upon his experience and intended use of the car, where he is willing to make sacrifices and where he is not!
So with that in mind let's 'try' to answer this guys query by focusing on what he is asking. He has already stated this car will be an autocross and weekend car primarily. To my mind, unorthodox though it might be his choices in this respect are not that crazy. An EVO III 16G will spool very quickly on the car which added with the extra torque created by the additional 300cc displacement should make for good autocross performance. Street driving should be fun as long as he doesn't try and drag out every shift to the redline because although the stock redline should be okay for the stroker that turbo is going to choke and tail off at peak rpms because of all the extra airflow.
The stroker isn't known for producing massive power. Properly built 2.0 litre cars have been proven to be able to produce just as much power as the strokers by making up for displacement with rpms and at the track where higher rpms equal higher trap speeds the 2.0 litre tends to rule. From what I can tell however the OP has no intention of trying to build a drag car and consequently all things being equal and given his modest power goals I'd say he can expect the stroker to give him a 10-15% power advantage over the stock 2.0 litre up to about 6000-6500 rpms since the power will come in earlier. In that sort of area I would expect it to be easier to maximize the power he is able to get out of the EVO III 16G. The EVO III is a 400 hp capable turbo but pushing that much power out of it is beyond the capabilities of all but the best tuners (although using E85 seems to help considerably). I personally would also be concerned about the service life of the turbo if pushed to it's absolute limits like that. It is one thing to experiment to see what you can do, another to tune for daily driving. Nate Crisman is doing insane things with the 14B but he'll be the first to admit he is blowing up engines left, right and centre in the process. Hell he has a whole thread going on it right now.
No-one has even mentioned cam choices in this thread. All this talk about pumps, injectors, FMICs etc but no-one has even touched upon the very two different airflow characteristics of these engines. I guess with stock cams which are designed for low to midrange and with the relatively small turbo being considered perhaps it IS less of an issue and one might argue that for autocross those stock cams would be ideal but chances are that with a little thought and more careful cam choice the OP could increase the top end of the stroker at least to the stock limiter without making the bottom end soft creating an extremely wide power band. Then again, that's a moot point because if you do stick with the 16G it doesn't matter how well the head flows if your turbo can't handle the airflow!
I'd say that with the power you are likely to see from this turbo you will be safe with a stroker. You will have to accept that you will meet the airflow limits of this turbo before you reach the limiter. A logical option is something like a 20G mentioned above but the OP needs to decide based upon his experience and intended use of the car, where he is willing to make sacrifices and where he is not!
