B200FT pushing out poor results

Hey guys, long time no see

So after a long time I decided to take my car to a proper dyno with a proper tuner behind the wheel of my car. Was expecting results that I had heared around forums all of the time "250-300hp easy" and so on

Crushed me with silly ~210hp and ~300nM on engine.







Spec list:

- B200FT 2.0 8v turbo engine, stock internals

- TD04HL16T turbocharger
- stock '91 exhaust manifold
- 3" exhaust system
- Megasquirt ECU
- Stock IC (already upgraded with bigger for near future)
- Coldest possible intake, lol
- Around 1bar (15psi) boost
- ENEM camshaft (I think it was either V15 or V16, can't recall right now)
- Adjustable CAM gear
(camshaft adjusted to about 6 degrees advance on dyno)

So for now I have upgraded the IC with a proper custom one that should breathe a lot better. No idea what to expect when only upgrading IC, but will see.

Boost was maxed out because of unsprung wastegate actuator on 16t, fixed that already and now it is able to push some more.

Any advice (except swapping for LS lol) before spending another extra $$$ and going to dyno?

Thanks in advance.
Looking forward for some classic turbobricks trash talk

The results are not that much lower than what's to be expected in my opinion.

210 at 1 bar theoretically leaves you with 105 suction motor hp.
You will make around 240-250 at 1.3-1.4 bar.

When you calculate back from the stock 0.7bar and 155hp of the b200ft, you only get 91 suction motor hp.

If I where you, my next step would be a larger turbo (bigger turbine = less backpressure = more power at same boost) possibly with another manifold.

And remember, dyno readings are useful as a reference point, focus on improving your current results instead of comparing to others. (different dyno, etc.)

BTW, I assume your tuner tuned your ignition map?

Thank you!
Yes, of course ignition map was tuned as well. He is literally "best in town" to do Megasquirts here, since not many people have them still running. He also said, that there is nothing wrong with MS right now, everything works well and those are just engine components that work "bad" together. He suggested upgrading IC, which I found after reading some forums as well, that it would be a great upgrade, so I already did that.
I ditched original AFM, since MS is not using it and replaced it with straight tube.



I guess different, more modern turbo would be the best choice.
Any suggestions what to look for and what could be the best price/performance option for a good and quick spool for this engine?

Until then I guess I'll boost some more out of this, play around with cam and hope for better air flow thanks to new IC.
edit: Any idea what is the max boost that 16t can normally push out?

I would look at installing a custom intake and larger throttle body since you've opened the bottleneck that was your IC...

But it always depends on your budget...

I push my little 16t to 20 psi with a similar setup on lh. S60r injectors/3" amm.

Why not open up your exhaust manifold? What exhaust housing on your 16t?

...its a 16t on 15psi. And you advanced the cam which brings power down. This seems normal to me. Small turbo. Low boost. Low power.

Those numbers translate to 240'ish bhp, for 15psi on a 16t that sounds about right honestly.

Intercooler will help. More boost will help. Figure a 16t on a t5 (with 300more cc and 20 valves) was about 240-250bhp at those pressure levels... so you're really not terribly off the mark here.

Not sure why you have the cam advanced so far, did you try it closer to straight up?

Btw I really like how you did your air intake

Bottom end may be tired, valves may need a regrind.

Have you tested compression and leakdown? Have you made sure to actually time valve lift at TDC per Enem's spec?

Looks reasonable for a small motor (2.0l), MORE - Flow and efficiency (Intercooler, Turbo, manifold) would be the next step, BUT then the real next step is a 2.3l or 2.5l block.

I had similar situation had Dyno run with my car which i thought was pretty fast and until i had the run was happy with it but now im sad stupid because its just a number but i guess its positive to know that you can get more if you wanted to chase it down.

My car :

Engine spec and mods
1994 940 2.0 Turbo M90
B200FT
90+ manifold modified to fit T3 Turbo
Garrett Cosworth T3 ( running 18 PSI )
Green Giant injectors 443cc (non bosch)
3 inch downpipe back
De Cat
3 inch Intercooling hardpipes
3 inch intercooler
original MAF into a 3 inch pipe
FPR
Freds Chips

The car runs ok and when i did the mods the car felt much faster than previous and my BUTT DYNO was certain i would be around 250 BHP (ENGINE POWER) but have managed a massive 176 BHP (ENGINE POWER).

See sheet attached.

<img src="https://i.ibb.co/r6Hz7C5/IMG-2464.jpg" alt="IMG-2464" border="0">

Thanks for answers guys.
About to do some more test runs and mapping when hub-dyno will be sorted out. Having some problems with it and want to fix that first. Otherwise it's fat $$$ using local dynos often.



Chopperead - damn, those numbers bring you hands down more than mine haha. That's what happens after reading all TB's comments on "CHIPS STRAIGHT PIPE AND MINEZ 250HP EASY" haha.

Hank Scorpio said:

Those numbers translate to 240'ish bhp, for 15psi on a 16t that sounds about right honestly.

Intercooler will help. More boost will help. Figure a 16t on a t5 (with 300more cc and 20 valves) was about 240-250bhp at those pressure levels... so you're really not terribly off the mark here.

Not sure why you have the cam advanced so far, did you try it closer to straight up?

Btw I really like how you did your air intake

Click to expand...

We advanced it so much because I noticed how stupid I am when few years ago (as it turns out) I had put timing 1 teeth off. So therefore these degrees advanced brought timing about 0.5 teeth closer to zero.
Next time we will start mapping it with 0.

Thanks about the intake! Proud of it as well.

Harlard said:

Bottom end may be tired, valves may need a regrind.

Have you tested compression and leakdown? Have you made sure to actually time valve lift at TDC per Enem's spec?

Click to expand...

Compression was good in all cylinders, equal as well (don't remember specific numbers right now). Have not tested leakdown though. I will look into it.

I will update this as soon as I have real numbers again.

soclosenotnear said:

I push my little 16t to 20 psi with a similar setup on lh. S60r injectors/3" amm.

Why not open up your exhaust manifold? What exhaust housing on your 16t?

Click to expand...

Hello everybody, i am going on a simular setup without the megasquirt. I was wondering about the question about the exhaust housing. Because i also have a b200ft with a T16 turbo with the Angle flanged exhaust side but read somewhere that the exhaust housing from 7cm2 is a bit to big for our engine. That the spool would be quicker and better with a straight flat exhaust 6cm2 housing from a 850 (115 -89 -11710-6).

Can anybody comment on this?

Thank you

Tbo 945 said:

Hello everybody, i am going on a simular setup without the megasquirt. I was wondering about the question about the exhaust housing. Because i also have a b200ft with a T16 turbo with the Angle flanged exhaust side but read somewhere that the exhaust housing from 7cm2 is a bit to big for our engine. That the spool would be quicker and better with a straight flat exhaust 6cm2 housing from a 850 (115 -89 -11710-6).

Can anybody comment on this?

Thank you

Click to expand...

From what i understand, to put it shortly:

The 6cm2 housing is good till about ~320hp at the crank and matches nicely with a 16T or if you push it an 18T compressor. The best spooling/flowing housing is the one that's got the angled flange and the smaller turbine inlet that matches the stock manifold port size. No porting is required here.

The 7cm2 housing is a bit of a compromise on a redblock manifold. You could use the best flowing housing of them all, the angled 7cm2 with the large turbine inlet. This housing doesn't match the stock port of the manifold so some porting should be done to make the transition a bit smoother. This porting will cost you some spool because it reduces the gas velocity which is noticeable at low rpm's. (according to the internet, i don't have any experience with porting the manifold) This housing should be good for about ~350hp at the crank with a 19T compressor.
The other 7cm2 option is a flat flange housing with the smaller turbine inlet that matches the stock manifold port. This one should spool a bit better than the other 7cm2 housing with the ported manifold and could come close to the same horsepower numbers. The flat flange flows worse than the angled flange, but i don't really know by how much and if it's even noticeable.

I've also made a small turbo guide which shows the different housings and port sizes:
It is in need of an update though.

With a B200FT you need to run quite a bit more boost to get the same results as a B230FT. The B230FT has 15% more displacement than the B200FT. To put this in a calculation, let's say we want to achieve the same performance as a B230FT at 15psi of boost. 15psi of boost is 30psi of absolute pressure. Since the B200FT needs 15% more air to do the same thing it needs (0.15*30)= 4.5psi of additional boost to create the same amount of power. For this i made the assumptions that the volumetric efficiency of the engines is the same and that power scales linearly with torque. This won't be completely true in practice. For example, at higher rpm's the B200FT will come closer to the B230FT because of the restricting 8v head flow.

If you want to run high boost and have quick spool you should probably look for the 6cm2 housing and pair it with a 19T compressor. The 19T is a bit oversized when looking at peak flow numbers, but it spools quicker to high boost levels than an 18T or even a 16T. (18psi+)

But this is all theory and benchracing... I am currently running the 6cm2 housing with a 16T compressor. It spools really quick (3psi already at 1600rpm) but i haven't had it on the dyno yet for power numbers, so that's all i can tell from actual experience.

My dyno results with B230F and A-cam, 16T-6 Mitsu, Medium size IC, 90 manifold:

295 HP RE85, 1,4 bar, no knocking
260 HP 98E5 1,2 bar close to knock

Are you sure they aren't numbers for at the wheels? That would be about right for that combination I'd think.

Hi all,

Thank you for your fast response. As i understand it Well. It all depends on the entrance of the turbine and how that matches up with the exhaust manifold. This all for the Velocity of the exhaust gasses Passing true this section. This has effect on the pressure in the turbine and so also the spool of the turbo. After the turboturbine, as less restriction as possible. But then a 7cm housing with a smaller 'square' isch entrance would also do the trick?

Can anybody Tell me if the flange-bolt pattern (diameter 58.5 - 70mm & bolts 81mm) are the same for thé straight 6 &7mm housings? I know the Angled ones have different dimensions.

@DailyDriverMods do you have a straight 6cm housing or an angled one?


My goal is max 250hp (keep the M46 for now) but i would like to have a rather quick spool. Boost max around 15psi. A chip from Stoni and a Sebcon to be safe.
I'm going to match it up with a 'JT - superflow 3" downpipe and exhaust so i should be good there.

Tbo 945 said:

Hi all,

Thank you for your fast response. As i understand it Well. It all depends on the entrance of the turbine and how that matches up with the exhaust manifold. This all for the Velocity of the exhaust gasses Passing true this section. This has effect on the pressure in the turbine and so also the spool of the turbo. After the turboturbine, as less restriction as possible. But then a 7cm housing with a smaller 'square' isch entrance would also do the trick?

Can anybody Tell me if the flange-bolt pattern (diameter 58.5 - 70mm & bolts 81mm) are the same for thé straight 6 &7mm housings? I know the Angled ones have different dimensions.

@DailyDriverMods do you have a straight 6cm housing or an angled one?


My goal is max 250hp (keep the M46 for now) but i would like to have a rather quick spool. Boost max around 15psi. A chip from Stoni and a Sebcon to be safe.
I'm going to match it up with a 'JT - superflow 3" downpipe and exhaust so i should be good there.

Click to expand...

I'm running the angled housing. If your power goal is "just" 250hp you should stick to the 6cm2 housing since it will spool faster than a similar 7cm2 housing. At that power level you won't benefit from the additional flow of a 7cm2 housing. I recommend using the angled flange when having a 3" downpipe, the outlet diameter of the angled flange is also 3" so this gives a smooth transition into the downpipe.

The 6cm2 angled turbine housing with the smaller turbine inlet can be found on some 13T turbo's from LPT 5 cylinder engines, they should be easy to find. The 13T compressor is probably even big enough for 250hp at the crank, that would reduce the costs a bit since you can just buy an used 13T, reclock it and slap it on there. (and make a little bracket for the wastegate)

Torque curve looks funny. Smallish mitsu should be huffing and puffing before 2500 rpm. Too much cam? Do you have A or D cam available?

From sävärturbo, comparison between A and T cam with B230 FK and Mitsu16T. Stock 940 IC. Boost pressure as in graph, 1,3 bar.

180 kW from wheels. That is almost 250 HP.