I was wondering if anyone knew the comparisons between the td05-14b to the t3 (.42/.48)...I'm tryin to piece together a "budget" kit for my b18b and do not plan to boost over 10 psi what so ever...I'm tryin to see which of the two turbo's are bigger...thanks

 

t3 with that application would be a bit more beneficial from my experience..

 

so the t3 is a tad bit bigger?

 

the t3 is a bit bigger, but i don't think your going to be able to find a t3 for the same price as a 14b (unless it's an oem turbo)

b or d series engines with a 14b will pull all the way to redline.

fyi: dsm's with race gas and 22psi on the 14b can runs 12's, so it's a good turbo.

 

yeah there's a bunch of oem t3's on ebay for cheap along with the 14b's...i'm just trying to see which is better/bigger

 

bump before school since i've gotten mixed replies

 

bump for afterschool

 

bump i'd like to know as well, im building a buget boost for my b18c1 and im using a t3 and i have been told by one person that it's to small for my motor... i'd like some opinions as well..

 

not hijacking the thread

but what are the actual A/R for the 14b td05h
????

and for some of the T3's

 

OEM T3's are either .42 or .60 compressors. .48 or .63 Turbine.
Most all Ebay T3's are of the .42/.48 variety. (off Sabb's, Chryslers, Volvo's...)
The bigger .60/.63 T3's are from Manual XR4Ti's and Thunderbird's. The Mustang SVO also.

 

bump before bed

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by preacherboy &raquo;</TD></TR><TR><TD CLASS="quote">bump i'd like to know as well, im building a buget boost for my b18c1 and im using a t3 and i have been told by one person that it's to small for my motor... i'd like some opinions as well..</TD></TR></TABLE>

i was told a 14b is too small for my engine also - i have a F22a (2.2 sohc non vtec)

i dont think its true though.. if you took the turbo off a 4g63 its probly around the same hp as my engine if not a little more..

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by bisket &raquo;</TD></TR><TR><TD CLASS="quote">fyi: dsm's with race gas and 22psi on the 14b can runs 12's, so it's a good turbo.</TD></TR></TABLE>

You're forgetting that they are AWD. FWD guys can pretty much add another second to that time.

HP potential range is probably around ~275whp. And 22 psi is on the outer limits of that turbo's efficiency range.

I say go for a T3. "If" you should ever decide to upgrade later, it'll be easier to bolt on a hybrid T3/T4 w/o having to switch manifold/and or flanges.

 

more info on this topic would be greatlly appreciated! i am researching to put together a custom kit myself, for my 91 ls. i am looking for a 14b to start with. 200whp is my realistic goal on my stock internals. i would need to get a custom manifold made for the 14b to fit, right? or would it just better to get a t3?

thanx for any info!

shawn

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by thelate1 &raquo;</TD></TR><TR><TD CLASS="quote">more info on this topic would be greatlly appreciated! i am researching to put together a custom kit myself, for my 91 ls. i am looking for a 14b to start with. 200whp is my realistic goal on my stock internals. i would need to get a custom manifold made for the 14b to fit, right? or would it just better to get a t3?

thanx for any info!

shawn</TD></TR></TABLE>

I had T3 .42/.48 ar on b18b1 and it is decent turbo. I used to get 7 psi at 2.6k rpms and it held awsome to redline. I didnt boost any higher then that but the car ran awsome on 7 psi. On the other hand 14b is stock on my talon and it sucks on top end. The time that i ran in my sig i was shifting at 6.5k because you just feel the power drop over 6k.
Happy boosting

 

It is too small for a H22 unless you only run 2-3 psi of boost.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by blown_LS &raquo;</TD></TR><TR><TD CLASS="quote">

I had T3 .42/.48 ar on b18b1 and it is decent turbo. I used to get 7 psi at 2.6k rpms and it held awsome to redline. I didnt boost any higher then that but the car ran awsome on 7 psi. On the other hand 14b is stock on my talon and it sucks on top end. The time that i ran in my sig i was shifting at 6.5k because you just feel the power drop over 6k.
Happy boosting </TD></TR></TABLE>

Look at the lift on the stock 4g63 cams compared to a n/a b series honda on the vtec lobes. The 14b is no top end monster, but the cams don't help either. That, and you have to understand that your ecu is fairly conservitive with your timing, unless you know what you are doing and can get away with it.

 

Last year when I was doing all the research for my turbo project, I compared the compressor maps of the 14b with several T3's. For the B18a/b, at 10psi, redlining at 7k rpm, the 14b is at peak efficiency from ~3 to 6.5k rpm. I actually plotted my desired flow and rpm targets, and they went right across the peak efficiency plateau of the 14b. It seemed like the perfect application for that turbo.

Having said that, finding a manifold for a 14b is going to have to be a custom job, as no one that I know of mass produces them. Also, think about how you're going to route your piping, as the 14b was designed for a SMIC. And I don't think you can "clock" a 14b because it has an internal wastegate, so you're stuck with weird positioning of the compressor outlet. Hope this helps.

Of course, I have to say, my turbo project never came together (wife got pregnant, great news but the budget evaporated) so everything I just said was based on research, not actual experience. Good luck!

- Jim

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by danl &raquo;</TD></TR><TR><TD CLASS="quote">It is too small for a H22 unless you only run 2-3 psi of boost.</TD></TR></TABLE>

i got a f22

 

it looks like a 14b is most similar to a t3 60 trim (or super 60) compared to all the others




both are good matches, however the t3 will give less fabrication headaches and easier upgrade paths. the 14b can probably be found for less if you dont mind fabricating, not to mention it is water cooled in addition to oil cooled.

 

i would choose a T3 over a mitsu turbo, just because they seem to be more efficient comparatively...

 

That is a no brainer. 14b's are a tad bigger than T25 turbo's. T3's are considerably bigger than the 14b. If you're considering this on any engine other than a D16 i'd recommend going with a T3 60 trim. It'll flow better than any 14b and hold better to redline as well. The best of the T3's is the .60/.63 turbo. The .42/.48 wouldn't be the appropriate turbo if your going to go w/ a T3. The .60/.48 T3 wouldn't be too bad either but if you want a great used turbo the .60/.63 would be your best bet.

GL!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by fuctup &raquo;</TD></TR><TR><TD CLASS="quote">

i got a f22 </TD></TR></TABLE>

It IS to small. THe H22 flows too much for the 14b to keep up at decent lbs/min levels. Raise the boost, and teh lbs/min increases a lot.

 

i would get the t3 simply because you have better option down the road in case you want to upgrade.

 

thanx everyone!
i guess i was leaning towards the 14b b/c of price. it seems that they go for a lot less. i was checkin out ebay, and 14b's could be had for 150 bux. the cheapest t3's i saw were between 300-400. i guess the more expensive turbo out does the price for a custom manifold to fit a 14b. as i said i 'm shooting for budget not "cheap", so i don't won't to get something that i can't ever upgrade.

thanx again.
shawn