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| Forced Induction Discuss topics relating to turbochargers, superchargers, and nitrous oxide systems. |
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#1
08-07-2003, 02:52 AM
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what size turbo will I need?
I have a b16a in my civic. I am installing a custom turbo setup. I bought a garret t3/t4 with an a/r of 50 (whatever that means). What are the pros and cons of this setup and what would be ideal to make about 300hp hopefully at the wheel but at the crank at least? Any other info about trim, housing, etc... will help, I am new to this turbo game.
thanks, djk1
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#2
08-07-2003, 03:10 AM
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well the bst thing would be to get the scc issue that gives you all the math needed to choose teh right turbo
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#3
08-07-2003, 03:18 AM
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What size turbos are some of yall running and what is the power potential? what is the potential for the one I stated above?
djk1
__________________
Si-leeper: "Take'm by suprise"
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#4
08-07-2003, 03:26 AM
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Quote:
__________________
(\__/) (='.'=) This is Bunny. Copy and paste bunny into your (")_(") signature to help him gain world domination
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#5
08-07-2003, 06:48 PM
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Call laskey racing and ask for art, he's the god of turbos 817-243-2509
make sure you have your turbo handy he's probably going to want to know what kind of compressor housing, trim, A/R, what stage of wheel, etc, etc.
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#6
08-07-2003, 09:30 PM
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On my Daytona, 2.2L, it has a .48 exhaust trim and .42 compressor. It has a really small compressor, but prefect size exhaust housing. The .50 trim or your T3/4 is a little big for a 1.6L, that just means that the turbo will take longer to spool(turbo lag). But you will have more potential with that turbo. I will eventually upgrade my compressor housing to .60 trim.
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#7
08-13-2003, 05:16 AM
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not to be a party pooper.. but why would anyone go out and just buy a turbo without sizing it first... unless it was in a kit and the kit was designed around a specific turbo.
The A/R you are referring to is the compressor side.. (.50), which is good for a T04 housing. whats really going to make it work is the A/R on the turbine side. it should be a .48 at the most. a .62 will have too much lag for a daily driver, and will not spool up till around 4500rpm.. Makes for awsome racine with 8000rpm launches. Just remember, the smaller the number here, the faster the turbo will spool up. BTW 300 at the wheels... its possible, but you better have deep pockets to make it happen on a reliable basis. We have a hell of a time trying to get the B18C up to 300 on the dyno and keep it civilized to drive on a regular basis, and you want to do that on a 1.6. Just be happy with 225-250. you "COULD" still be in the high 12's if you know how to drive and set the car up properly. good luck on the turbo system... drop me an email if you need any help..
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#8
08-18-2003, 05:56 PM
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if you want 300 hp at the wheel, you have got to be willing to spend money. the t3/t4 turbo can produce upto 450 hp if tuned correctly. all you have to do is build your b16 head and block to prevent it from blowing, use at least 93 octane gas or 101 if you can find it and a real good engine management system(ems) . on a b16 with a t3/t4 turbo that has an a/r of 50, you can easily achieve it. recently tuned a b16 with the same size turbo and a fully built motor with ems and it is a daily driver. i run 10 psi of boost and make 309 hp at low boost and at high boost of 24 psi it is at 468 hp.
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#9
08-18-2003, 10:17 PM
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Wow.. good numbers from a B16.
What cams are you using? how much fuel pressuer, what size injectors, and where are you putting the sub injectors, and what ECU? What was done to the heads, intake, and valve train if any? Got any numbers or dyno sheets to show the power curve? Sorry for so many questions, because after we hit 350HP on 94 pump, (daily driver) detonation occurs and engines usually go bye-bye soon afterward, especially with a .48/.50 t3/t04 turbo.
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#11
08-20-2003, 10:52 AM
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build your b16 block by boring, honing, polishing and then use 10.5 compression pistons, good set of rods, fully sleeved.the b16 head was fully built as well and was also port and polished and slightle milled. a jg manifold was used that was also ported and polished, along with a 65 mm holley throttle body, 720 cc injectors. an aem engine management system with the wide band air fuel monitor. this has to be dynotuned by a professional like jotech. 101 octane gas is used and only rarely is 93 used but only on low boost. a gsr tranny with lsd.
jotech is just real good at tuning i guess. must note i have blown the motor twice though with this turbo and am now using a bigger turbo, with 3 inch piping instead of 2 and a half inch piping, bigger intercooler, and 50 shot nos for the initial turbo lag but once it gets going, its good bye domestics. i have also been very lucky to get these numbers because others that have the same stuff i do are not getting these numbers. they are about 20 hp lower than my numbers. on the street initial turbo lag will be there in first gear but after that since you'll be shifting at red line of 8200, you will not drop below the amount at which the turbo spools at.
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