X-Mozilla-Keys:                                                                                 
Peter Cowan/Lexi Cameron wrote:

PY, I really appreciate this type of guidance on the best route to more
power but you confused me with your comments here on intake tuning.
 First you suggested using the turbo block (4port?) then talked about intake
tuning that only applied to the 6 port. Does this mean there is no point in
looking at tuning the 4 port intake? What did I miss?

Also, to PY, Bruce and the other engine guys that have done it, there seems
to be several of us in the "audience" that want to see concensus guidelines
on  the various approaches to more power: ie an expanded "bang for buck"
scale. Would you be willing to give us your thoughts? Would the "bfb" order
be:
Carburetted Turbo block with high comp rotors
Turbo block with turbo charging
3 rotor carb
3 rotor turbo    etc.
And where do FI, EI, peripheral porting and nitrous fit in the bfb scale?

And what bucks should those of us who don't have machine shop facilities set
aside for some of these options? PL, what are you budgeting for your turbo?

I just keep spending money until it works or I am broke which ever comes 
first :-). To be serious turbo add ons are not that much. Probably with 
intercooler and all you may be loooking at $3K. Aircraft engines on the 
other hand are real expensive. I just dropped $16.5K on an O-470. PL

I've been on this list for many months and had pretty much concluded that
going for more than 200 hp was too pricey (more than 10k) and probably more
complex than I wanted and that a saner route would be to sell my 1500 lb
machine and get into a 1000lb er that would be happy with the easy 160 hp
13b.
I'd appreciate your comments.

 
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