http://www.proimporttuners.com/parts/1994-honda/del-sol-cp-forged-piston-sets.html?ctid=243

Would i be ok boosting on these 10.5.1 CR pistons with 93 octane fuel and a good tune?

 

Yes. High compression on pump gas is common now...bring it to a competent tuner and spend the money on a good EMS

 

You should read the FAQ in order to figure out how to spend your $20k on your del slo.

 

Just take it to a shop and hand them the car and the cash.

 

Well this forum is of no help at all. Ill find somewhere else where people are allowed to ask questions.

And grumblemarc, you obviously know nothing about this. You should get a different hobby.

 

HAHAHAHAHAHAHAHA, this forum is extremely helpful but you are asking the wrong questions altogether. You need to read the FAQ and then read it again. Fully understand what it takes to turbo your Honda then piece together a full parts list then ask any outstanding questions you may have. The first mistake is you have no measurable goal in mind, other than you want to spend $20k on a del sol.

People on this forum are not here to spoon feed you the information and hold your hand every bit of the way. Marc is one of the more knowledgeable members on here, he could help you immensely if you did some research first then presented well thought out questions.

 

I wana be spoon fed

 

52*James,

There are a lot of helpful people on this forum, and there is a wealth of useful information in the FAQ, and a TON more in misc posts new and old. Some peoples hobby is boosting their post count by sitting on their high horse and giving people a hard time. These people DO NOT represent what Honda-Tech is all about.

A good place to start is to see what type of power people are making with the engine you are using. Check out Jeff Evan's site, he has a bunch of dynos posted with the setup they are using. Study the graphs, for HP, TQ, and very importantly the power band. Study the components, EMS, and fuel used. Check out the link below.

D-Series (Honda) | Evans Tuning Dyno Database

My personal opinion is building/boosting a D-series is a waste of money, unless you have a personal reason for it. B-series is still the highest HP per $ spent and has a TON of potential.

 

Can you elaborate on this please? Just wanna hear reasons for your opinion?

 

Dollar per dollar a b series will make more power than a d series. By the time you put in a forged rotating assembly, sleeve, turbo components, head work, etc, you could have built a b series for less money to make the same power. Spend the same kind of money and youll make substantially more power on a b series.

The situation is even worse when you compare na builds. An na d series will never come close to the power a b series can make.

 

Yes the NA d series money pit that'll get you nothing but empty pockets and shattered dreams. Also valid points. When you say turbo b, you talking b18 b or c? I've always wanted to try the b18c

 

Any B series would be a start....my first was an LS-VTEC and will yield the most power potential up there with the B18C.....get a cheap LS block, find a decent B series Pr3 (B16) or P72 (GSR) head, have it cleaned up, machined if needed, than readup on what's needed for your odds and ends for the frankenstein (very common these days) and once you have that proceed to the turbo system with your end power goal

 

Any b series vtec or non has more potential than a d series. For instance, by b18b with a stock head and 10.8:1 comp puts down aprox 145whp+ and over 130wtq. The ported and cammed head I have will bump that to 160-170+ if not even higher. A full tilt na d series would reach that kind of power, but only the vtec models.

A basic b18 vtec build can easily surpass the 200whp mark. I havent seen any d series push much more than 170-180hp na.

Once you go boost, the difference becomes even more significant. A 400hp turbo d is pretty screamin, where a very mildly built turbo b will hit that no sweat. Iirc you can hit 400, or close to it, on a bone stock gsr.

 

No replacement for displacement lol

 

First off let it be known I'm not trying to bash on the D-Series Engine.

D-series cylinder head ports are considerably smaller than B-series. Compare the 1.6l D16Z6 vs the 1.6l B16A. Same displacement block, HUGE difference in port size. The port size limits the max CFM and overall volumetric efficiency of the engine.

Two cams vs one. Single cams have a fixed lobe separation. You are stuck with the lobe separation of the cam you buy. Twin cams can be adjusted for application specific overlap.

Block strength. B-series blocks are inherently stronger than the D-series.

The price difference between a B18C/B18B long block and a D-Series long block is very very small in the big picture of a build.

If your long term goal is to make big power, just remember B18C OEM block girdle. Aftermarket ones can be bought for the B18B, but they need to be installed when building the block because the block will need to be line bored for proper fitment. The price of the aftermarket girdle and machine work more than offset the price difference between the B18B and B18C blocks.

I wish I would have used a B18B 89mm crank in my B18C block instead of the 87mm B18C crank though. :-/

 

Y'all making me wanna sell all my d stuff now......