Turbo-ing an Integra.
06-17-2005, 08:12 PM
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Turbo-ing an Integra.
I was checking out some GS-R turbos and it seems that they loose some serious power in mid rpm range. I'm just wondering, is this always gonna happen or can you adjust it to get the engine to run smoother?
Also, if I was to rip the motor out, what's the best engine to put in that will fit. I know the GS-R is the B18c, is it worth it to stick in a Type-R B18c5. I heard that the Type-R engine isn't quite as good at taking a turbo, something like 5 psi, while the GS-R can take 7+. So if not the Type-R engine what's the best one outside of the Integra line of engine that will actiually fit? Thanks.
Also, if I was to rip the motor out, what's the best engine to put in that will fit. I know the GS-R is the B18c, is it worth it to stick in a Type-R B18c5. I heard that the Type-R engine isn't quite as good at taking a turbo, something like 5 psi, while the GS-R can take 7+. So if not the Type-R engine what's the best one outside of the Integra line of engine that will actiually fit? Thanks.
06-17-2005, 08:19 PM
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omega. What's up? Don't believe too much of what you hear. Turbo engines usually only lack power at the low end. By the time you get to the midrange power should be coming on fairly well. However an engine that wan't built for boost.... well I'll let someone else cover that.
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06-17-2005, 10:02 PM
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I am going to be running 10 psi daily driven on my setup once I get the wideband to tune it. The stock motor can handle maybe 14 psi on a track day, but I wouldn't recommend it. If you go much over 10 psi or so, you should really think about forged internals.
The powerband of a turbo setup usually has a soggy low end portion, but midrange and high end have a great deal of power. Mine has a good deal of power everywhere because it is a small, quick spooling turbo but it doesn't have the kick that a larger turbo would have in the high end. Turbo sizing is very important for where you want the powerband to be.
All the B-series take turbos well, but the tuning for each is critical. An LS is good because of the lower compression, so a larger margin of error for tuning is observed. A B18C5 motor has a much higher compression ratio, so tuning has to be more conservative to avoid detonation.
Whichever turbo setup you choose, make sure you don't skimp on engine management like most people do; it is the most important part of any turbo setup.
The powerband of a turbo setup usually has a soggy low end portion, but midrange and high end have a great deal of power. Mine has a good deal of power everywhere because it is a small, quick spooling turbo but it doesn't have the kick that a larger turbo would have in the high end. Turbo sizing is very important for where you want the powerband to be.
All the B-series take turbos well, but the tuning for each is critical. An LS is good because of the lower compression, so a larger margin of error for tuning is observed. A B18C5 motor has a much higher compression ratio, so tuning has to be more conservative to avoid detonation.
Whichever turbo setup you choose, make sure you don't skimp on engine management like most people do; it is the most important part of any turbo setup.
06-26-2005, 12:00 PM
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Originally Posted by Shmoo
I am going to be running 10 psi daily driven on my setup once I get the wideband to tune it. The stock motor can handle maybe 14 psi on a track day, but I wouldn't recommend it. If you go much over 10 psi or so, you should really think about forged internals.
The powerband of a turbo setup usually has a soggy low end portion, but midrange and high end have a great deal of power. Mine has a good deal of power everywhere because it is a small, quick spooling turbo but it doesn't have the kick that a larger turbo would have in the high end. Turbo sizing is very important for where you want the powerband to be.
All the B-series take turbos well, but the tuning for each is critical. An LS is good because of the lower compression, so a larger margin of error for tuning is observed. A B18C5 motor has a much higher compression ratio, so tuning has to be more conservative to avoid detonation.
Whichever turbo setup you choose, make sure you don't skimp on engine management like most people do; it is the most important part of any turbo setup.
The powerband of a turbo setup usually has a soggy low end portion, but midrange and high end have a great deal of power. Mine has a good deal of power everywhere because it is a small, quick spooling turbo but it doesn't have the kick that a larger turbo would have in the high end. Turbo sizing is very important for where you want the powerband to be.
All the B-series take turbos well, but the tuning for each is critical. An LS is good because of the lower compression, so a larger margin of error for tuning is observed. A B18C5 motor has a much higher compression ratio, so tuning has to be more conservative to avoid detonation.
Whichever turbo setup you choose, make sure you don't skimp on engine management like most people do; it is the most important part of any turbo setup.
06-26-2005, 04:53 PM
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when u go turbo, you are running rich with more gasoline being sprayed through bigger injectors, the drop in ur milage would be considerable enough to notice it, but its not somthing of great worries.