Brian,
Forgot 265hp was starting point. I keep thinking US cars were 285-300hp. Thus 100hp would have us shooting for more like 365fwhp. Still, 100hp is impressive from an exhaust and turbo change but sounds possible w the early US exhaust depending on the car.
Per Bruce Anderson's book a motor w exhaust, ports/cams, shaved heads, IC, and turbo should make about 360-410hp at .9 bar. (say 345-390 at .8) About the same HP as we are hoping for here.
Still, seems an IC is going to be almost a requirement for such a dramatic increase in efficiency. Not only is the stock IC in-efficient but I suspect it is a restriction just like the stock exhaust.
My reference was my C2 Turbo. I had SC cams, opened ports, S2 intercooler (C2 w larger core via Andial), Full Euro injection injectors & lines, blueprinted metering assembly to ensure full pin travel, Andial fueler w custom programmable driver for near perfect on boost 12.2 AFR's through HP peak, B&B headers w custom Borla straight through right exit muffler, new K27-7200, EBC set for 1 bar and a light weight Cup flywheel. We averaged about 335rwhp or about 395 fwhp. Dyno was the type where you removed the rear wheels and bolted the car to the drive units so the ratings might be light. I know my turbo cost me about 30hp as the 7200 could only hold about .85 to .92 bar boost through red line, but even with all my mods I did not have enough fuel to go there anyway. That and a desire for a faster spool turbo is why I went to a K27-7200 after my K29/7006 and early HF/7006 turbos.
If this is right, with all the mods I was making about 80 hp over a stock 91/2 C2 Turbo. About a 19% improvement. Of course, the C2T already had most of the easy efficiency increases done.
