how many lbs. are you guys running on your daily boosted sohc?

 

PSI means nothing. It's al about horsepower.

You can be pushing 30 lbs, but if you're only making 200 hp, then you're fine. (exaggeration, but you get the point.)

Shoot for a power goal, then up the psi til you get there.

 

I am boosted on 10 pounds of boost daily driver everyday. made 236 whp and 189.7 ft tq. on Crome. but I wouldnt push it no more than 12 pounds of boost on a very good tune.
95 civic cx hatchback BTW

 

19

 

6 psi on a T3 super 60....loving every minute.

This of course is just my temporary setup until my new motor build/turbo setup comes in

 

Is everyone here deaf?

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Tippyman &raquo;</TD></TR><TR><TD CLASS="quote">PSI means nothing. It's all about horsepower.

You can be pushing 30 lbs, but if you're only making 200 hp, then you're fine. (exaggeration, but you get the point.)

Shoot for a power goal, then up the psi til you get there.</TD></TR></TABLE>

PSI means nothing. Unless everyone had the exact same engine/turbo, then it means nothing.

 

also have a Q about how much whp i could get out of my d16a6 vtec and the t3/t4 turbo it has eagle rods and arias 8to1 comp pistons around there
fully rebuilt and spring and retainer what do u guy think it would be it is a 89 si hatch and 4puk unsprung clutch act fidanza flywheel what would the qmile be un tuned at like 9 psi or some thing thanks and i have some 450 blue with a vafc hack it will work for some time untill i figure out the tunning **** i have a obd 1 ecu that is all chipped out but now i will run the obd0

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Tippyman &raquo;</TD></TR><TR><TD CLASS="quote">PSI means nothing. Unless everyone had the exact same engine/turbo, then it means nothing.</TD></TR></TABLE>

Actually, it means everything...when you're talking about cylinder pressure. A bigger turbo at lower PSI can shove more air in the cylinder than a small turbo at high PSI, which means same cyl pressure despite different manifold pressure.

And technically speaking, there will be a cylinder pressure that creates enough heat to cause detonation, which depends on your fuel, IAT's, chaimber/piston design, etc.


<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by nihad &raquo;</TD></TR><TR><TD CLASS="quote"> how much whp i could get out of my d16a6 vtec and the t3/t4 turbo it has eagle rods and arias 8to1 comp pistons</TD></TR></TABLE>

it has the potential for 450whp (turbo max), but likely 333whp due to the stock head/cam/IM. 270whp if it still has the 450's.

 

tippyman are u done with your hatch i am getting mine done tomorrow i finally got everything

 

with out a tune i hope it has like 250whp but the head has has spring a retainer all it needs a 59300cam and i have a y8intake mann need to bore it out and get a bigger throttle boddy for it that is later just wannted to get the car running so i can enjoy it.

 

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

Actually, it means everything...when you're talking about cylinder pressure. A bigger turbo at lower PSI can shove more air in the cylinder than a small turbo at high PSI, which means same cyl pressure despite different manifold pressure.</TD></TR></TABLE>

Well, that's what I'm saying. A bigass GT turbo at 7 psi is gonna put a lot more power in the motor than a T25.

That's why you shouldn't use PSI as a measure of motor stress.

 

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

Well, that's what I'm saying. A bigass GT turbo at 7 psi is gonna put a lot more power in the motor than a T25.

That's why you shouldn't use PSI as a measure of motor stress.</TD></TR></TABLE>

You guys are thinking about it wrong. If your intake, charge pipe, intercooler, and cyclinder size is all the same then 7psi is 7psi. Pounds per square inch: meaning in every inch of your intake there is 7 pounds of pressure.

The difference is...efficiency range. (Compressor maps)

You could get a turbo the size of your big toe and push 7 psi hitting full boost at 2k RPM and run out of the efficientcy range by 3k RPM. Giving you 15 WHP.

or

You could get a turbo the size of your head and run 7 psi hitting full boost at 5k and run out of the efficientcy range around 8k-9k RPM. Giving you 200 WHP.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Tippyman &raquo;</TD></TR><TR><TD CLASS="quote">Is everyone here deaf?

PSI means nothing. Unless everyone had the exact same engine/turbo, then it means nothing.</TD></TR></TABLE>

No, not everyone here is deaf/cant read....the OP asked a question....and i gave him an answer. Yes he should have re-stated the question and asked how much POWER everyone is making on their Single Cams, but no need to make comments like what you did bro. Of course its all about power, and not PSI...if someone doesnt understand this concept, then they shouldnt be playing with turbos. Yes I understand this concept, and im sure most other people who posted do to....they were also just simply answering the OP's question.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by AWD Terror &raquo;</TD></TR><TR><TD CLASS="quote">7psi is 7psi.</TD></TR></TABLE>

You've never had to diagnose a failing (not dead) fuel pump, have you? Thats when you'll quickly understand that 43psi is not always 43psi - at least not the same overall flow.

And if it was just the compressor's efficiency range that made the difference, you would see 57trims making <U>less</U> whp than 50trims on all the cookie-cutter b16's out therei. Hell, until you take a 57trim past its 47lb/min point, the 50trim should technically always win, as the Garrett maps show it being more efficient overall AND offering a higher PR. Yet it doesn't work out that way when you run the same chra, housings, and turbine. And I won't even get into the 60-1's that are run below 9psi

 

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

You've never had to diagnose a failing (not dead) fuel pump, have you? Thats when you'll quickly understand that 43psi is not always 43psi - at least not the same overall flow.

And if it was just the compressor's efficiency range that made the difference, you would see 57trims making <U>less</U> whp than 50trims on all the cookie-cutter b16's out therei. Hell, until you take a 57trim past its 47lb/min point, the 50trim should technically always win, as the Garrett maps show it being more efficient overall AND offering a higher PR. Yet it doesn't work out that way when you run the same chra, housings, and turbine. And I won't even get into the 60-1's that are run below 9psi </TD></TR></TABLE>

I completely agree.

7 psi is completely different on a t3 60 trim as opposed to 7 psi on an SC61 or the like.

 

25psi GT30R but i dont drive it everyday .. every other day most the time