huh? be more clear, i dont know much about rockets right now, i'm more of a v8 guy

 

Unless your prepared to spend $$$ to make your ish run right, dont get it! If C5 + boost is you goal you'll need deep pockets but have more power than you'll ever get out of a C1 + boost...lot's if tuning!!!

 

Wow, you guys seemed to have it all figurued out, except one thing. Running higher boost wont make you faster if you have a higher compression ratio to start. These numbers arent accurate so don't complain, but heres an example. If you have a 10.6:1 compression ratio with a turbo on 10lbs you'd be pumping out the equivalent of a 10.1:1 with 12lbs of boost. The advantage to starting with a higher compression ratio means you can run your turbo at lower boost, or have a quicker spooling turbo, in effect making your car faster. Also, C5's, expensive as they are (and yes I agree, they are a waste) can be turbo'd safely, just tune it. But, I would hope anyone spending the amount of money required to install a C5 into a hatch and then turbo it would also spend the extra money with a Hondata (stage 3??) and a knowledgable man on a dyno making it run right.

 

higher compression pistons spooling turbos faster is a myth. i mean if youre gonna turbo 6lbs of boost. why not just stick with a supercharger? on 10:1 ratio you wouldnt want to run more than 7 psi. anything more than that is pretty unsafe. unless youre runnin race fuel. (a little over exaggeration)

if you dont believe me then look at the pro's that run big ass turbos. they run the big turbos with bigger boost cause on the high end bigger boost is better.

 

Higher boost is required when you have lower compression. Let me find the equations... but the theory is that boost adds to the compression ratio, so starting with a high compression you will need less boost to achieve the same horse power.

Think about it logically, if you add 10lbs of boost you are only adding more air to the mixture therefore giving you a higher compression, that is why you can run lower boost on a higher compression, assuming you do the math right it is possible to achieve the same numbers from low boost high compression and high boost low compression setup.

 

Shiat!!!
Simple...what make more power???
B18B 9.2 cr 8lbs
B16A 10.2 cr 8lbs
B18C 10.0 cr 8lbs
B18C5 10.6 cr 8lbs
??????????????????
The damn B18C5! Why, because compression = power, the given-all engines used the same turbo setup and the max amount of dyno tuning needed to extract potential. Point is, a B18C5 in stock for w/ a damn turbo will make more power w/ the proper tuning and fuel than any of it's siblings, pound for pound it will make more power due to the higher compression. That **** can have 12-1 as long as it's tuned, a/f checks in and the fuels there.
This is like beating a dead horse. Is it worth is-no, can it be done-yes, lots of hp-yes, AFTER A LOT OF TUNING,should I do it-no, I'd rather boost a damn LS engine or a B16A than ever spend ALL that $$$ on a C5 and then HAVE to fork of all the extra $$$ to make it run correctly.

 

Thank you SiR-DC2 thats what I've been trying to put accross.

 

At 8 psi:
b16's boosted compression ratio: 15.2
b18b's boosted compression ratio: 13.6
b18c's boosted compression ratio: 14.8
b18c5's boosted compression ratio: 15.8

At 12 psi:
b18b's boosted compression ratio: 15.8

What's stopping the b18b from running 12 pounds of boost? Nothing. That will leave it will the exact same boosted compression ratio (though the b18c5 will have a lower dynamic compression ratio), at which point it will experience exactly the same stresses on the engine. AND the b18b has more displacement, will require less tuning, and less fuel at idle and low revs.

Price difference between b18c5 and b18b: $3000+

Price difference between turbo designed for 8 psi and 12 psi on a b18: $0.

The point being, as luti said previously, for any application you can run either A) high boost and low static compression or B) low boost and high static compression with exactly the same effects.