Jdm1996

I own a turbo b20b4 with a type r (b18c5) head and type r tranny. I'm running stock internals, on 10 pounds of boost.. First, what size injectors should I buy if I'm wanting around the 450hp range? Second, What should I do to safety gain hp and go higher boost? Please include links to parts, thanks for the help everyone!
After markets:
Henderson high flow oil cooler
god speed big turbo intercooler
god speed t63 big turbo kit
vms racing oil sandwich plate
vms racing 3" velocity stack
cometic turbo head gasket
450cc dsm injectors
vms racing adjustable fuel pressure regulator
vms racing 72mm throttle body
aem adjustable cam gears
hks ssqv4 super sequential valve
vms racing 6 intake vacuum manifold
ngk sparks and wires
no name aluminum radiator
vms racing radiator stay
hasport black motor mounts
arp head bolts
skunk 2 weighted shift ****
mugen rear upper stabilizer bar
no name rear lower tie bar
full exhaust
str racing high flow fuel rail
tapped oil pan
type-r lsd tranny
stage 2 clutch
vibrant adjustable tensioner
obd 1-obd2 jumper harness
P28 ecu chipped/socketed on chrome

Boost4Breakfast

so you're going to try for 450whp on stock internals?

Jdm1996

No, I don't want to blow my engine. When I asked how to safetly gain hp I was talking about aftermarket internals, what brands and links to the parts

Boost4Breakfast

basically any aftermarket rod/piston combo will support 450whp. stay 8.5-9.5:1 compression/ 850cc injectors/ 255lph pump if you plan on running 93 octane or less. 9.5-11:1 compression/ 1200cc injectors/ 320lph pump if you plan on running e85. bunch of different options, opinions, routes to take to achieve 450whp.

m4xwellmurd3r

9.5-10.5 on pump is more like it. 11+ for e85. Theres no reason to run such low compression anymore on pump gas.

450hp is a bit much on stock sleeves I suggest staying around the 400 mark for reliability sake

Boost4Breakfast

I was just erring on the safe side. the sleeves should be fine. At that level detonation will be the block killer, not straight cylinder pressure on pump. And too much cylinder pressure (timing) on e85 will most likely destroy the head gasket or the rod bearings before is cracks the cylinder. All this is considering it'll have proper ptw clearance. So make sure its tuned properly

m4xwellmurd3r

10:1 is more than safe. Tons of bone stock gsrs run boost without issue as long as they stay under the power the stock components can handle.

And its torque that produces cylinder pressure, not timing. As long as you stay below a certain level of torque the stock sleeves will be ok. It doesnt matter if its e85 or pump, if you make more torque than the stock sleeves can take, theyll crack eventually

Boost4Breakfast

uhhh.... "torque produces cylinder pressure, not timing"? haha....what?
You understand that torque is a measurement of force, right? and that cylinder pressure acting on a certain angle is measured by "torque", right? and that cylinder pressure is affected by ignition timing and its effect on the air/fuel mixture...
On to the sleeves.... You have to take into account much more than just "torque". Cylinder pressure, ptw clearance, cylinder temp, rod angle, rpm, actual physical time of combustion, etc...
Ya might want to brush up on your engine dynamics....
Also remember that compression is pressure inside the cylinder that cannot be cooled. Its safer to run lower compression and use cooled boost pressure to make up the difference, especially on detonation-sensitive fuel like 93 or 91 oct. Conversely, you could also run a higher static compression piston and increase the overlap on your cams to lower your dynamic compression..... but then we start getting into more crap.

93/91 octane, I would recommend 9.5:1 (max) compression pistons for the OP.

m4xwellmurd3r

I meant to write torque is produced by cylinder pressure. ignition timing isnt the only way to make more torque. There are tons of other factors to take into account.

Too much ignition timing isnt going to bust a sleeve (as long as your aren't detonating of course) as long as your overall cylinder pressure (and as a result, torque) is below the sleeves ability to handle. I could have a buikd with very conservative timing, but too much boost, and split a sleeve because its producing too much torque. Like wise, you can tune an engine to have as much timing as it can utilize, while maintaining resonable boost levels, and the sleeve wont pop since it isnt making enough torque to split the sleeves. So like I meant. Timing alone isnt the only thing to take into consideration.

Boost4Breakfast

OK... sure, whatever you say (not really). Read what I said in my post (#6). I'm done.