TURBO?????
 

wanted to get peoples suggestions on which Motors are best for Turbo.......

I have heard some people said that 92-95ex or Si motors ; handle boost the best......

RE: TURBO?????
 

well..I would have to say honda motors in general respond well to boost, its just which series. This is just my 2 cents:
D-series have decent torque on the bottom end, more than B, so i like turbo D-series because it pics up where the motor left off in the higher RPMS

As far a B-go, ive never been in a 16 series, but ive been in a vortech supercharged GSR and it ROCKED!! I say turbo D, SC B

RE: TURBO?????
 

Sc-ed B20

RE: TURBO?????
 

Better have a good tune for a boosted B20, or you will crack a cylinder sleeve.

You looking for a motor that you can just boost and forget about until the next rebuild? Or are you looking for something a bit more involved...

RE: TURBO?????
 

GSR

RE: TURBO?????
 

any b series loves boost, but within reason. we jus got tuning my buddies b16a2 to 22 psi with internals and 680cc injectors and its a monster
theres wheelspin at 7K in 2nd and 1/4 the way through 3rd gear... its an easy 350-400hp at low boost of 15 psi and higher on high boost obviously...

in my opinion.. you really can boost any motor you want to as long as you have supporting mods to keep from anything bad happening.``

RE: TURBO?????
 

Jesus thats a beast. What I find kinda cool is that my short block can easily go 350+ whp... but I wont tune it to that much. I would like my car to last.

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I'm a fan of boosted Ds. They're cheaper and can usually get you all the power you'd need.

RE: TURBO?????
 

b16 or b20

ive heard the b18s are just harder than hell to boost with the compression issues.

also the d series are good for boost, just make sure you tune it before you even hit boost once

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JDM d15b LOVE boost.

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Wrong.

RE: TURBO?????
 

yeah you can boost b18's fine...its just a good idea to lower compression if you're going to boost too much.

actually one of the best engines for boosting is a LS/VTEC

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I wouldn't boost a frankenstein.

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idk if theyre done right the LSVTEC can be a screamer when boosted.

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Definitely, but from what I hear, they're a whore to tune

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I'd Still rock it if it was given to me:D

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crvtakk byatch

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the funny part is that on my buddies b16a2 thats at 15 psi now.... we did all the tuning on hondata s300 w/o a dyno tune, my guys are really good at tuning cars for the street



next up is the new turbo kit

GT35R, 1000cc inj., new turbo mani and D/p


bseries cast turbo manifold and t3/to4e for sale with all lines except for I/c and I/c piping are for sale if interested

RE: TURBO?????
 

It seems to me like routing oil to yet another location (a turbo), when your block and head are already short of what they normally get is not a good idea. No doubt it would make power, but I doubt it's reliability.

And CRVs crack too many sleeves when boosted. (Read up at B20vtec if you don't believe it.)

RE: TURBO?????
 

dont mean to thread jack, but why does it seem that there are more people using cast turbo manifolds when steel ones are supposed to be better? is that just an "advertising" thing?
just wondering...thank you.

RE: TURBO?????
 

Cast iron is TOUGH.

RE: TURBO?????
 

technically when using correct engineering definition of toughness, it's equal to the area under a stress-strain curve and cast iron is less "tough" than carbon steels... cast iron is more capable under compression, but very brittle under tension and has a lower ultimate tensile strength (around 200 MPa), it is very ductile, vs carbon steels which are better under tension, but are not very ductile, but have higher UTS (around 450 MPa for ASTM A-36), but take less strain (strain being the % elongation or ductility of a material), so the areas under the curves are about equivalent (cast having slightly less area under the stress strain curve)... (think of it as long thin rectangle (17x1) v a fatter square (4x4), roughly same areas, different dimensions. toughness in that sense is its ability to resist fracture under stress...

in other words, hit it hard enough, it doesn't crack v hit it hard and it cracks, but very rarely does your manifold take a hit that would fracture steel or cast iron or even martensitic steel (which is probably the most brittle type, and would be a pre heat treated tool steel)

the fact that cast iron is good under compression is why it's used in engine blocks, it takes a lot to deform a cast iron block even in high temperature and compression, the problem with them is the thin parts of the cylinder walls where there is potential tension (normally the end cylinders), this area gets too thin and the block cracks.

i really would assume they use cast iron due to the increase in exhaust temperatures, mating a cast iron block to a steel exhaust manifold would result in a cracked exhaust manifold because the block expands more than the manifold...

based on a roughly 10.8 or so coefficient of thermal expansion (alpha) for carbon steels, and a 12 or so for cast irons, the formula for thermal expansion being alpha (delta T), so higher the temp difference, the more it expands.. this normally results in the manifold cracking or tearing at the bolt holes because it expands less than the block

typically when you firmly mount metals together using bolts or welding, you want them to have similar material properties so as to avoid failures of that nature

and that gentleman... is the first time i've used my degree since graduating college

(editting for spelling)

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well....i only understood about half...but thank you... that was extremly helpfull.

RE: TURBO?????
 

I think maybe by steel you were refering to tubular manifolds? Cast manifolds are made of iron and run very abruptly into the turbo's exhaust housing. This creates for a low rpm spool, but increasing backpressure as rpm increases. As rpm increases, the amount of exhaust exiting the engine increases. If the manifold can't keep up with this demand, backpressure builds within the manifold. By a high rpm (say 5k+), a lot of backpressure has been created within a log style manifold, which results in loses of power. The greater the backpressure, the more power lost. Enter tubular manifolds. These are just pipes welded together, usually made of stainless steel. They are designed by varying pipe (or tube) diameter and length to make power (flow) within a specific rpm range (high rpms). All race applications with use a tubular style manifold.