The stock B23E bottom part.
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| Turbo AMM Comparison | |||
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The stock B23E bottom part. |
Why do this conversion?
The stock K-Jet can only supply fuel up to about 160hp. The turbo K-Jet
can supply enough fuel for 210hp. Most tuned B23E's will eventually need
the larger turbo K-jet.
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| Turbo AMM Conversion | |||
Here I have the AMM's side by side. Getting ready to swap the injector tubes because the turbo tubes are too long and I want to keep the "stock" look. |
Getting ready to put the bottom part on. I have cleaned everything very thoroughly. |
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The turbo top fits perfectly to the n/a bottom |
Getting the rubber AMM to throttle "tube" on is a little more difficult due to the larger diameter of the Turbo AMM. |
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A little force solves many things… |
OK, finished! The throttle body is on! |
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The 3 angle valves Compare the stock valves |
The 2 middle valves have the 3 angles |
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The adjustable camgear |
The double valve springs |
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The inside spring separate |
The 3 angle valve job
is meant to increase the flow of gasses in and out of the combustion area.
Looking closely at the valve, one does realize the possible advantage.
The adjustable cam gear is mainly a fun thing to have. However, there are certain advantages, if you have a cam with poor low end, advancing the cam will help. The double valve springs help avoid valve float at 7,000+ rpm J . |
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The GT6 cam |
The GT6 compared to an A cam. OK, this is an extreme comparison but interesting comparison. 12.5 mm lift… |
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Imagine a person using the GT6 in a turbo! Talk about not being driveable! |
The GT6 has 312° duration and a 12.5 mm lift. And, I should add, no proper idle manners! |
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| Improving the throttle body | |||
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| I doubt that this gives any real improvement. But as I saw the large screws sticking out, I just "had" to remove the part that was sticking out. Perhaps I gain 0.5 hp (?), but any gain is a good one! | |||
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The opened air box with the "ram air" function. |
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