OoHiTzToMMy

im about to build a custom turbo for my d16z motor and i was wondering witch would be the best turbo for the motor with ok lag and alot of top end. I hear the 14b takes a lil bit of time to spool up but after it does it runs hard. Also i hear the t25 spools up fast and is very gitty.

GSRswapandslow

i had both...but went with a 50 trim .48 a/r T3 instead...off of a volvo or saab.

the 60trim off the Mustand SVO is really nice too.

Slow-Si

Anyone here running a K26 on a D16z6?? Sounds like overkill but I know a guy running a K26 on a D15 and he runs consistent 14.0's on a relatively stock block at 9psi.

TurboJesse

my friends running a t3/t04e 50 trim .48ar on his, alittle laggy but hits hard as hell

Andrea

The best choice for the d-series is the t3/t4oe 50 trim with a .63a/r housing, stage 3 blade. Full boost by 4K and it will pull all the way till redline. The compressor is perhaps one of the best out there in terms of being efficient for pretty much all psi ranges from 6psi to 30psi.

liam821

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 50trim EK &raquo;</TD></TR><TR><TD CLASS="quote">The best choice for the d-series is the t3/t4oe 50 trim with a .63a/r housing, stage 3 blade. Full boost by 4K and it will pull all the way till redline. The compressor is perhaps one of the best out there in terms of being efficient for pretty much all psi ranges from 6psi to 30psi.</TD></TR></TABLE>

I disagree on the .63ar. I would use a .48ar for the sohc.

liam

Andrea

The .48a/r housing chokes up the flow, the .63a/r isnt that much laggier but will carry the torque to redline and therefore allow for more whp.

Joseph Davis

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 50trim EK &raquo;</TD></TR><TR><TD CLASS="quote">The .48a/r housing chokes up the flow, the .63a/r isnt that much laggier but will carry the torque to redline and therefore allow for more whp.</TD></TR></TABLE>

Are those just peak figures, or do they reflect average increases in power across the usable/used power band?

I can see .48 AR restricting a B16 that has ten times the headflow of a SOHC which means D16 boost numbers to flow numbers are a lot less than B16 and there isn't as much exhaust to restrict. But, you're not the first person I've heard advocating .63 AR for SOHC.

I have a friend looking to upgrade his SOHC, and the question is on-topic. Any good hard facts?

GSRswapandslow

look....it's Joseph running from the search button!

Joseph Davis

Is that you I'm chasing, Rob? You've lost weight, it must be all that running for your life ever since you tried to kill me and failed.

liam821

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 50trim EK &raquo;</TD></TR><TR><TD CLASS="quote">The .48a/r housing chokes up the flow, the .63a/r isnt that much laggier but will carry the torque to redline and therefore allow for more whp.</TD></TR></TABLE>

Maybe true..but for a sohc its not really needed unless you trying to get a ton of power. Even a 50trim .48ar will get almost 400whp. Thats more then enough for 99% of all turbo sohc owners. Why bother with a laggier turbo when you dont need it?

With a larger b-series i think its worth it..but not for your avg sohc owner.

liam

chupacabrah

I have a garrett 50 trim .48 a/r T3 for sale

ELSpool

I prefer the .48 abit more responcive when that stang decides to down shift beside me...

boosted hybrid

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 50Trim EK &raquo;</TD></TR><TR><TD CLASS="quote">The .48a/r housing chokes up the flow, the .63a/r isnt that much laggier but will carry the torque to redline and therefore allow for more whp.
</TD></TR></TABLE>

This is what i try to convey to people that come for tuning. J Davis you are correct in that the volumetric efficiency of the d-series engine peaks much earlier than with the b-series, between the head and r/s ratio d-series are generally much more torquey. If you notice though the torque seems to fall off at the top end with the .48a/r housing, the .63a/r keeps the peak whp from falling off by keeping the torque continuning to the redline. I have a local guy that i have tuned T-Sochtec, runs a 50 trim with a .63a/r housing and gets full boost by 3.5K on a stock internal d-series. We had issues keeping the IC piping on, but on the dyno we were already making 230whp on 10psi by 5.5K, with a trailing 200ft-lb of torque that low. We didnt make any clean passes, but at the planned redline of 7.5K he would have been up to 240-250whp level. I have several witnesses from this board that were there to see the runs, I only wish i would have saved a copy of the graphs. The powerband isnt laggy, 100% usable and alot of fun for a daily driver. The reason you dont see 300whp d-series out there on pump gas is due to everyone running small turbos, and small exhaust housings. I have heard that the .82a/r housing is to large for a street driven b-series, which couldnt be further from the truth. Itr206 and DC2r714 made the switch from the .63-&gt;.82a/r and .48a/r-&gt;.82a/r housings and actually are making boost at the same rpm points but with 30-40whp more on top at the same psi level. The point is that the d-series can utilize the .63a/r housing with 100% drivability.

VTC_CiViC

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by boosted hybrid &raquo;</TD></TR><TR><TD CLASS="quote"> I have a local guy that i have tuned T-Sochtec, runs a 50 trim with a .63a/r housing and gets full boost by 3.5K on a stock internal d-series. We had issues keeping the IC piping on, but on the dyno we were already making 230whp on 10psi by 5.5K, with a trailing 200ft-lb of torque that low. We didnt make any clean passes, but at the planned redline of 7.5K he would have been up to 240-250whp level. </TD></TR></TABLE>

Wow.. nice power!

GSRswapandslow

sorry Joseph, i allready got you on this thread. stop trying to make comebacks, or it's the e-brake for you.

TheShocker

I ran a .63 on my D16A6...laggy (full boost 4500 RPM) but very nice top end

ELSpool

Is there a point where the .48 max's out and will limits gain up top? For D/B series having everything esle constant?

5thgencivic

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

This is what i try to convey to people that come for tuning. J Davis you are correct in that the volumetric efficiency of the d-series engine peaks much earlier than with the b-series, between the head and r/s ratio d-series are generally much more torquey. If you notice though the torque seems to fall off at the top end with the .48a/r housing, the .63a/r keeps the peak whp from falling off by keeping the torque continuning to the redline. I have a local guy that i have tuned T-Sochtec, runs a 50 trim with a .63a/r housing and gets full boost by 3.5K on a stock internal d-series. We had issues keeping the IC piping on, but on the dyno we were already making 230whp on 10psi by 5.5K, with a trailing 200ft-lb of torque that low. We didnt make any clean passes, but at the planned redline of 7.5K he would have been up to 240-250whp level. I have several witnesses from this board that were there to see the runs, I only wish i would have saved a copy of the graphs. The powerband isnt laggy, 100% usable and alot of fun for a daily driver. The reason you dont see 300whp d-series out there on pump gas is due to everyone running small turbos, and small exhaust housings. I have heard that the .82a/r housing is to large for a street driven b-series, which couldnt be further from the truth. Itr206 and DC2r714 made the switch from the .63-&gt;.82a/r and .48a/r-&gt;.82a/r housings and actually are making boost at the same rpm points but with 30-40whp more on top at the same psi level. The point is that the d-series can utilize the .63a/r housing with 100% drivability.</TD></TR></TABLE>

That's what I like to hear since I bought a 50 .63 that's going on a z6. Was going to go with a .48, but figured why not just go with the .63. With a free flowing exhaust and semi equal length mani, lag shouldn't be a big problem

BoostedED9

i ran a 50trim with .63 on my stock sohc with a 2mm headgasket wich put my compression in the 8's and i still had full boost by around 4300 (give or take a little) it is a great turbo, at 16.5psi it went to 302hp sae corrected (251tq)and still has alot more that it can do.. i was also redlining at 7500....

EggRolla

question, i have a friend who wants to sell me a garret t3, front mount, all piping, everything for a grand, yes or no, i just installed a d16z6 this past saturday into my cx...its a whole shitload better than the 70 hp poo motor, but i find myself wanting more...and what else should i do to the engine so it won't blow up like a balloon

TurbodCX

Hell yeah you can use the .63 exhaust!!

i a using a .60 trim compressor with a .63 exhaust side and i love the power band, pulls really hard up top!!! roll ons are insane.

Brian

BoostedED9

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TurbodCX &raquo;</TD></TR><TR><TD CLASS="quote">Hell yeah you can use the .63 exhaust!!

i a using a .60 trim compressor with a .63 exhaust side and i love the power band, pulls really hard up top!!! roll ons are insane.

Brian</TD></TR></TABLE>

i run the same as you, prob identical turbo.... my powerband is nice and smooth all they way across

OoHiTzToMMy

i just got a TD04HL-15g for my d16z6. Could u guys let me knoe how much boost i can push with stock internals and what my whp range would be around 7to9 pounds

psileepR

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

look....it's Joseph running from the search button!</TD></TR></TABLE>

rofl