I understand completely.
I still don't see a S60 pulling 510cfm though. Not at anything below 2bar (see compressor stall; Hot air
)
Above 18psi the S60 really didn't add much (like you stated), but with the large intercooler (FUSO from a Mitsubishi Heavy Industries medium duty truck - yes the BIG ones) the "hot air" was taken care of...
This kit is also suppose-to-be a "bolt-on". So the type of mods needed to run high boost pressure and stave off detonation would work in a "perfect" setup. Just not a bolt-on or even near bolt-on setup. Intercooler or not (which I would see as mandatory IMO)
When I say "truck" engine I am making fun of the fact the Conquest TSi got a modified version of the long stroke truck engine. (like you noted earlier)
2.6L is one hell of a big 4 cylinder! I picked it because the displacement is nearly indentical. The smaller 4-cylinders you referenced would not need the CFM flow of the larger Duratec. Therefore the same CFM flow (for each) would garner much more power increase & potential from them...
I'm also not stating we need a HUGE compressor for this. Just one that's graphed to flow enough CFM at low boost pressure and stay within a decent efficiency rating.
I don't get the part about you saying it's "understandable on a large turbo running at high boost, but try running a large turbo on an engine that cant handle it" when you stated earlier that a larger compressor would spool up later (3500-4000rpm)
Boost lag (so to speak) is effected by compressor size. So I was saying a large compressor is capable of generating boost pressure early in the rpms range. One with VVNT would even be more effective. That was directed at the late spool up comment (T04E) That and having a proper setup.
Also Engine stress is not 100% realative to boost pressure. It's also CFM flow.
Like I alluded to earlier the 12A at 30psi on a stock motor would be no problem but a 20G at 15psi would eject the heads... (theoretical numbers)
You're right... This is fun...
BTW - if you state the S60 can not sustain a smaller 2.3L engine at 18psi at 6000rpm.
How could it sustain a larger 2.5L engine at 6000rpm?
Now what about 7000rpm (stock redline) or 7500rpm?
Now at the lower boost level required to be run with 9.7-10.25CR?
Also back to the cam remark. If boost (cfm flow) is lost by the SVT's extra duration. Wouldn't you need more CFM flow to compensate?
I'm a fan of Volvo turbo's too...
Never owned one, but the sleeper factor!!!
Oh yeah... Didn't mention it earlier, but I really like the compressor map for the T04b S-3. Looks like a slick unit... ...and yes! Finding maps for Mitsubishi wheels is worse than pulling teeth!
