b20/b16a
#22
11-24-2005, 01:41 PM
RE: b20/b16a
ORIGINAL: 2000Ex
1200 turbo kits are not hard to come by (by come by I mean ebay and craiglist and junkyard). Check out homemadeturbo.com You cna piece together a quality kit for 1200 easily if youa re patient.
1200 turbo kits are not hard to come by (by come by I mean ebay and craiglist and junkyard). Check out homemadeturbo.com You cna piece together a quality kit for 1200 easily if youa re patient.
#23
11-24-2005, 02:07 PM
RE: b20/b16a
well, i could damn near get a brand new Greddy kit for 2k (sans IC), so a used setup would be easy. and if i adapted a smaller turbine kit like the sohc Greddy kit, even easier, not as much potential, but should hit an easy 200 on a b16a. heres an easy example. Pcupo bought a used Greddy kit for his sohc vtec for 1300, buy that and a quality b series manifold for a few hundred more, so 1600, and a turbo chip for another 100. 1700 and done. and thats quick and off the top of my head. if i actually hunted down the parts, i could probably knock quite a bit of money off of that as well. and you could even sell the sohc manifold for a few bucks for high octane fuel.
oh, and your claim that pushing 250 on a stock b16 is not healthy? ive seen quite a number of them running healthy for about as long as it takes for an idiot driver to up the boost too far. people get antsy with a boost controller. a 250 whp turbo b16 is very possible, just needs to be tuned by Henry at Motorsport Dynamics, Jones at Comptech, or a few other people that i dont know (im thinking DR. Charles). point is, with the right tuner, its possible, as detonation is the problem, whereas with a b20, its simply the design flaws in the motor itself. ive seen completely stock block b16As hit 420+hp before they had problems. i doubt it would last long on the street at those levels, but if 420 can be hit on a dyno, then 250 on the street should be a cakewalk for a good tuner.
oh, and your claim that pushing 250 on a stock b16 is not healthy? ive seen quite a number of them running healthy for about as long as it takes for an idiot driver to up the boost too far. people get antsy with a boost controller. a 250 whp turbo b16 is very possible, just needs to be tuned by Henry at Motorsport Dynamics, Jones at Comptech, or a few other people that i dont know (im thinking DR. Charles). point is, with the right tuner, its possible, as detonation is the problem, whereas with a b20, its simply the design flaws in the motor itself. ive seen completely stock block b16As hit 420+hp before they had problems. i doubt it would last long on the street at those levels, but if 420 can be hit on a dyno, then 250 on the street should be a cakewalk for a good tuner.
#24
11-24-2005, 02:13 PM
RE: b20/b16a
ORIGINAL: sacicons
well, i could damn near get a brand new Greddy kit for 2k (sans IC), so a used setup would be easy. and if i adapted a smaller turbine kit like the sohc Greddy kit, even easier, not as much potential, but should hit an easy 200 on a b16a. heres an easy example. Pcupo bought a used Greddy kit for his sohc vtec for 1300, buy that and a quality b series manifold for a few hundred more, so 1600, and a turbo chip for another 100. 1700 and done. and thats quick and off the top of my head. if i actually hunted down the parts, i could probably knock quite a bit of money off of that as well. and you could even sell the sohc manifold for a few bucks for high octane fuel. oh, and your claim that pushing 250 on a stock b16 is not healthy? ive seen quite a number of them running healthy for about as long as it takes for an idiot driver to up the boost too far. people get antsy with a boost controller. a 250 whp turbo b16 is very possible, just needs to be tuned by Henry at Motorsport Dynamics, Jones at Comptech, or a few other people that i dont know (im thinking DR. Charles). point is, with the right tuner, its possible, as detonation is the problem, whereas with a b20, its simply the design flaws in the motor itself. ive seen completely stock block b16As hit 420+hp before they had problems. i doubt it would last long on the street at those levels, but if 420 can be hit on a dyno, then 250 on the street should be a cakewalk for a good tuner.
well, i could damn near get a brand new Greddy kit for 2k (sans IC), so a used setup would be easy. and if i adapted a smaller turbine kit like the sohc Greddy kit, even easier, not as much potential, but should hit an easy 200 on a b16a. heres an easy example. Pcupo bought a used Greddy kit for his sohc vtec for 1300, buy that and a quality b series manifold for a few hundred more, so 1600, and a turbo chip for another 100. 1700 and done. and thats quick and off the top of my head. if i actually hunted down the parts, i could probably knock quite a bit of money off of that as well. and you could even sell the sohc manifold for a few bucks for high octane fuel.
oh, and your claim that pushing 250 on a stock b16 is not healthy? ive seen quite a number of them running healthy for about as long as it takes for an idiot driver to up the boost too far. people get antsy with a boost controller. a 250 whp turbo b16 is very possible, just needs to be tuned by Henry at Motorsport Dynamics, Jones at Comptech, or a few other people that i dont know (im thinking DR. Charles). point is, with the right tuner, its possible, as detonation is the problem, whereas with a b20, its simply the design flaws in the motor itself. ive seen completely stock block b16As hit 420+hp before they had problems. i doubt it would last long on the street at those levels, but if 420 can be hit on a dyno, then 250 on the street should be a cakewalk for a good tuner.
#25
11-24-2005, 02:38 PM
RE: b20/b16a
well, thats where we will have to agree to disagree. i personally have no use for low end torque except to convert it to horsepower. i drive manual cars for a reason, so that i can instantly choose a gear that gives me the power i need, and i have a lightweight flywheel that lets me rev-match my engine making downshifts a thoughtless, instinctive process. and i would rather have a high strung boosted b16 that revs happily to 8k every day, than a torquey b20 vtec that i have to short-shift to keep the unbalanced bottom end and SUV designed cylinder walls intact. but i have driven b20 powered civics and CRXs and understand the torque appeal, its just not for me.
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