At Bain Racing we have been designing and producing world-class twin turbo setups for years. Our success speaks for itself we now have some of the fastest true streetcars in the country. Our success comes down to the time we take to design, prepare and build the setup.

All too often we see people arrive with a setup that has the potential but has had every component built by a different person and neither product complementing the other, which ends up being missed potential. To understand how each area affects the other, such as cam and compression and how they affect what A/R ratio to use or compressor wheel, or inlet runner length to run, or even what exhaust collector and primary length to use, so at Bain Racing we have stopped the problems seen when the engine builder is trying to tell the fabricator who's then trying to tell the turbo guy and so on, and this in its self can end up costing the customer lots of Horsepower, money, time and sanity and the end result being just average.

Intercoolers

These days most of the top end guys know of the horsepower gains that can be made just by using a quality core. At Bain Racing we have seen huge gains in this area, with the smaller setups we have seen gains of 50-70 horsepower and on at the larger setups 150-200 horsepower, these gains are basically free horsepower. One area that is often over looked is intercooler tank design, there is not huge gains to be made in this area but it’s a 10-20 horsepower gain. In an overall setup if you can fix approximately 10 design faults then you have made 100hp for nothing, just a bit of time and the right design.

Cylinder heads

With all the information out they’re about the gains that can be made with good porting or cylinder head choice. I am still amazed to hear the debate that some believe forced induction engines doesn’t need cylinder head development.   At Bain Racing we have proved this debate wrong time and time again. For example; boost is only a measurement of restriction, and has very little to do with cylinder pressure, so changes in cylinder head flow directly affect horsepower or more to the point cylinder pressure , and the gains can be massive. The gains have what I call a multi effect , by this a mean if port your heads and your engine makes 30 horsepower more N/A then that’s 60 horsepower @ 15 psi and 90 horsepower @ 30 psi and so on. And this is on top of the horsepower you will already make with the turbo and on average 18 psi will double your N/A horsepower. So your 300 horsepower small block is now 600 horsepower @ 18 psi and if you made that 30 horsepower more N/A then its now 660 horsepower..

Every time we add another atmosphere of air we are increasing the capacity and this is how turbos make so much horsepower, for example a 5 litre with 15 psi is now bushing the same amount of air as a 10 litre engine, so little gains that can be seen on N/A engine can turn into much bigger gains on forced induction engines. In the past we have seen up to 400 horsepower with a cylinder head up grade and retune on a 6 litre chevy. 3 litre 2JZ’s we are seeing up to 140 hp gains just with porting and have tons of other combos that show gains thru cylinder head choice or porting