That's really bad advice.
Unless you're shooting for 500 or more, 3" IC piping is overkill.
2.5" will easily support 400hp.


-Ted

 

2.5 WILL support 500..

 

who doesn't want more power at the same boost level?

like I have said in the past. I plan to have documented numbers on turbo size, fuel injector combo, boost level compaired with a full 3inch down pipe & exhaust and a full 4inch dp and exhaust.

I might aswell try the documented improvement of 2.5 vs 3 inch intercooler piping. My turbo has a 4 inch cover that gets reduced to my 2.5 intercooler pipe. You can't tell me that it does not cause a flow restriction and there are available ponies there to be freed up.

It never hurts to try something that is against the "norm" here on the forum on your recipe for building a monster.

 

3" is overkill. It is important to have no restrictions so just keep your pipe size the same throughout

 

First of as Ted said 3in is not even in the scope of being needed to around 500ish WHP and has been documented that 2.5 will suport 550whp. Keeping your pipe size throughout is not a restriction of HP issue as you have tryd to state bigdongsr94 . Most high HP veihicals and tuners run 2.5 to start and upgrade to 3 on cold side. You can go up to increase flow only stagering will hurt you. Meany meany 500 to 700whp cars on this forum run 2.5 to 3 and 3 to 4in around 90% of them run a 3in DP and the other run 3.5 to 4in dp. It has been proven meany times on here that a 3in DP will suport 650whp with no issues.

No 13b pushing 400whp and under needs anything over a 3in DP with 2.5in IC pipe

 

All else being equal, if the IC is not getting heat soaked and the IC pipes are not a restriction, then how would having bigger pipes produce more power???

As a rule, if you're not sure about IC pipe size, you always go smaller.
Intake velocity is more important than having bigger pipe size.


-Ted

 

Pressure drop increases to the square of velocity, so you do not want higher velocity! I aggree 2.5" piping is more sufficient for most, but not for this reason. There are no benefits to high velocity in intercooler pipes.

 

Well, we're talking about the same thing, but I used the wrong term. :P
You're right, it's pressure drop.
Isn't pressure drop and intake velocity sorta / kinda related?


-Ted

 

Yup! blow into a .5in straw and feel the air at the end. Now blow with the same force in a 1in straw and feel the pressure at the end. The larger the dyamiter the harder the source must work to create the same amount of pressure and velocity.

 

well then i guess we will have to see the dyno number comparison here when mine is done.

and when did someone make 650hp on a second gen motor?

 

I can name a few...

 

I'd like to see some more pics personally. I'll be going w/ a FMIC on my RE swap in my vert, but I've been struggling w/ the exact layout I want. I'll have the battery relocated, but I'm keeping my AC and dumping the PS. I also have a Griffin rad that is a little more vertical than the stock rad...

If anyone has a similar setup (kept the AC), I'd enjoy detailed pipe routing pics...
Thanks!

 

look at my pics guy. I didnt even relocate the battery...

 

Pressure drop and velocity are directly related, but using the term "intake velocity" is misleading here. "Intake" could mean anything from the filter (or airbox inlet) to the engine ports, so intake velocity varies greatly along that length depending on cross-sectional area. High velocity in the intake runners and ports is a good thing because it improves air/fuel mixing and hence combustion efficiency, but is beneficial only up to where the negative effects of the pressure drop through the runners outweigh these effects (hence 6PI). In intercooler pipes high velocity has little advantage, but has the definite disadvantage of higher pressure drop.

 

You can name a few 2nd gen motors that have layed down 650rwhp. Drop them then becuase I have never heard of a 13bt putting out that type of power. Most I have ever seen documented is 550ish. Others have used rew's and re's but I have yet to see a 13bt in that range.

 

Go talk to crispeed.... charlie maldonado got his 12a to 500rwp... carburated..

 

thats not 650rwhp now is it

 

I forgot to add to that thread.... 500hp out of a 12a turbo only is pretty fukin crazy... BTW this was back in 00 or 01. Anyways, crispeed tuned a few 650 WHP cars... You can ask him... The one that I seen personally is Drag internationals 650 whp fc... plus nitrous which he dynoed without... And also there was an Aussie that posted here with his blue fc... that **** had 600+.

 

yes I remember the blue one and if i recall it had a re motor. And until we can get some verified dyno sheets I am going with 550 that 3 members of this forum put down all with Precision turbos. 2 were pt67's and 1 was a pt74 all using 13bt's as the most ever documented.

 

no... Not the most documented are you crazy????? I did close to 500 with stock ports and conservative conservative tune.....

 

i found an old school greddy 3 row for around 550 in good condition.it is not to large but it will support over 400 hp

 

Quite a bit over priced.

 

550 is the most that wargasm has documented with actual dyno sheets for a 13bt.

 

I know boosted7 has talked about a few and one of the mods in single turbo section. SonicRat was pushing around 480on stock ports his new setup should be good for atleast 600whp.

And how do you come up with this magical notion that a RE is so much betor ? Whoopy some larger intake runners!

 

a RE will lay down more power than a 13bt with the same mods.

and so far as per wargasm kabooski and carl byck have documented the most out of a 13bt at 550. Not trying to get into a pissing contest just stating a fact that these guys have hit the most so far. Everyone has a cousin, friend, brother in law that has always done more but these never seem to materialize into anything.