I also agree somewhat with Bigben, especially about the cams, but done right the N/A route can produce good gains for much less than a turbo install. A mild 8 psi bolt on turbo system may produce better gains with less tuning, but with properly designed cams, flow work and a fully programmable ECU an N/A engine can beat a bolt on turbo in price and come very close in performance. For example, as I recall the AWR WC Protg was making 200+ hp @ 8000 rpm. The published specs for that motor seem to indicate its all in the ECU, cams and head, as would be expected.
There are a few things holding me back from tearing in. One is the ECU, and I hope AEM solves that problem soon. I like their ECU. Next is the lack of knowledge on the lower end rev capability. Mainly, if stock rod angles and strength can support 8000 rpm reliably. It appears that the pistons can support the velocity necessary with stock stroke length. And last is an application specific header that can handle the necessary hi rpm flow. Adjustable cam pulleys would be nice, but if need be I can fab those myself, dual pickups and all.
If and when we can get over these hurdles, the custom cams, head work and tuning will be a snap. The cost would surely be less than a custom turbo install, and not result in any added weight either. The only draw back I see is the sacrifice of low end response that would be necessary to raise the torque curve. I dont care to lug around at 2000 rpm anyway.
Im not trying to put down a turbo install, theres nothing wrong with doing that. I just like the simplicity of N/A and would prefer to go that route. I just wanted to point out that N/A is a viable option, and one that I think would be more streetable and reliable. There is no debating the fact that a full blown high boost turbo would blow doors on N/A. I just think that is a major engineering project that would really cost some bills. It would be a great thing, but if I had that kind of money I probably wouldnt be driving a Protg in the first place.
So far Ive concentrated on the suspension, and that $3000 dollars has really paid off. Next target is to reduced the unsprung weight, and damn those SSR wheels and brake kit are going to hit the wallet hard. But I consider them good performance investments. What I lack in acceleration I make up for in cornering.
