700whp Civic Coupe - B20VTEC
Still here... sorta...
Joined: Sep 2000
Posts: 17,177
Likes: 2
From: CO
Originally Posted by flyromeo3
Prostreet will not need advice? Sounds kinda arrogant to me.
They do not need the advice because they can not do anything with it being as it is NOT THEIR CAR!
h:
I'm made of meat!
Joined: Mar 2003
Posts: 3,580
Likes: 0
From: Richmond, VA
Originally Posted by westcoaststyle
It's not backwards... you can mount the turbo either way. Usually the tubular style manifolds have the compressor housing facing the driver's side. h:
h:So... you seem to be answering a lot of questions about this Josh...
...is it yours?
Still here... sorta...
Joined: Sep 2000
Posts: 17,177
Likes: 2
From: CO
Originally Posted by Jafro
I don't see why that would be of any benefit. Looks to me like the IC pipes would be harder to fit that way, and the exhaust would be harder to route under the oil pan, wouldn't it? Usually the compressor outlet is clocked straight down on this type of compressor housing for ease of IC plumbing. I guess this is why I don't build Hondas...
So... you seem to be answering a lot of questions about this Josh...
...is it yours?
So... you seem to be answering a lot of questions about this Josh...
...is it yours?
You can easily clock the compressor housing to point downwards where it would route to the FMIC much easier.
Also, I think that the downpipe would actually fit better coming off of this side because you wouldn't have to make as drastic of a curve off of the turbo. I expect to have to flip my turbo around if I go with the LoveFab manifold I want.
h:
I'm made of meat!
Joined: Mar 2003
Posts: 3,580
Likes: 0
From: Richmond, VA
Originally Posted by westcoaststyle
...Also, I think that the downpipe would actually fit better coming off of this side because you wouldn't have to make as drastic of a curve off of the turbo....
Rotorphile.
Joined: Mar 2002
Posts: 10,120
Likes: 0
From: Richmond, VA
Originally Posted by alphaxxn
b16a head gets higher scores on a flowbench.
4500rpm hesitation
Joined: Jun 2003
Posts: 4,374
Likes: 0
From: Hesperia
Originally Posted by Kai
That depends who you ask. I've seen multiple charts on the subject, and the most reputable showed a near identical overlay. The PR3 had only a slight low and high advantage, while the P72 had a nice midrange advantage. When you get into this kind of build, the lower compression B16A head seems more useful.
if you ask me I think its just more of a urban legend then anything else.
I was under the infleuence that the B16 heads were rather high compression?
Rotorphile.
Joined: Mar 2002
Posts: 10,120
Likes: 0
From: Richmond, VA
Originally Posted by alphaxxn
I was under the infleuence that the B16 heads were rather high compression?
4500rpm hesitation
Joined: Jun 2003
Posts: 4,374
Likes: 0
From: Hesperia
Originally Posted by Kai
The PR3 (B16A) head has a larger combustion chamber then the P72 (B18C1,) so for the same pistons, the P72 head will yeild higher compression.
ahh alrighty, was wondering.
Registered User
Joined: Jul 2003
Posts: 36
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The turbo setup can be mounted that way. of course the positioning just has to be adjusted a bit.
Here's one of our entries to the Sport FWD/PRO AM class:
This setup is pushing 500hp at 17psi right now. once we get the proper axles and clutch(like the Tilton), we would then be able to bump up the boost a bit more.
We'll be looking out for the ProStreet car. Should be a good competitor to the Exospeed Sport FWD line up we have for 2004/05
Here's one of our entries to the Sport FWD/PRO AM class:
This setup is pushing 500hp at 17psi right now. once we get the proper axles and clutch(like the Tilton), we would then be able to bump up the boost a bit more.
We'll be looking out for the ProStreet car. Should be a good competitor to the Exospeed Sport FWD line up we have for 2004/05