t70accord

how many pounds of boost can i run on a oem honda headgasket without having to oring the head.

OneBadTurboCRV

As many as you can until it blows... I personally O-ring engines that are going to see around 25-30+ lbs of boost.

t70accord

well i was planning on running around 20-25 maybe even 30. i have a benson sleeved bottom end.

Jules804

ive seen cars run up to 30 non oring, depending on your tune and how conservative it is as well will depend on how much your engine will hold without blowing headgasket too, ive personally ran 22 non o-ring more than once

SiRCiviC94

Is a p30 gasket non o ring? What's the one up on oem?

t70accord

Block will hold 60psi but im def not gonna be running that much boost.

OneBadTurboCRV

Haha, you are so uneducated... No such thing as a factory O-ring "n00b"...

pye174

thats probably why hes asking questions on a car forum.. to learn.

njn63

You should be talking horsepower instead of pounds of boost because cylinder pressures vary greatly at the same psi with different size turbos.

t70accord

im running 15 psi right now but im getting kinda bored with it.lol so i wanna up the boost to see where my limits are.

t70accord

wasnt so sure. im running 15 lbs right now and im getting kinda bored with it. so wanna start cranking the boost to it. lol

OneBadTurboCRV

Horsepower? Haha... either way I doubt getting into Brake Mean Effective Pressure, Thermal Efficiency, Compression ratio, Exact timing numbers, ect is going to go anywhere in this thread or forum for that matter. Nobody said the loose recommendation was an end all definitive answer. You mist understand that most Honda builds run the same set of turbo chargers, wind up with the same range of timing values, making the same power, ect... What I am getting at is these engines due to the manufacturing quality control are VERY predictable. This is where I derived the loose rule of thumb... to add to this, the added cost is so minimal it should be done on every sleeved block... Thanks for the laugh though.

njn63

You're right. 30 psi on a gt2554 needs to be o-ringed while 20 psi on a 6265 doesn't.

njn63

So you just assume people aren't building high hp cars? He has a sleeved bottom end so he could easily have a larger frame turbo on the car.
I already did. See: PSI numbers are meaningless.
I said nothing like that.
I'm doing just fine here. Thanks for the advice though.

OneBadTurboCRV

You haven't proven ANYTHING yet to discredit a thing I have said. You gave a half assed example of two different turbo chargers. That doesn't mean **** like I have alread shown. You have no retort because you have no clue. It is quite funny actually... So pick a number between 600 and 2000 and tell the general public what cylinder pressures O-rings are required. You don't have a hair on your *** if you don't.

njn63

Depends on the design of the cylinder head (material and architecture), the designs of available gaskets, etc. You're looking for a single number when there are way too many factors involved.

Don't worry, I'm just as entertained as you are with this. The difference is I don't speak from a position of ignorance.

OneBadTurboCRV

Haha, no that is the best part. Now you are backing your way out as I expected. So how many variants in a Honda block or head is there now? You are full of excuses but no answers. Fine, a range of numbers if that makes it easier for you. So again, you really don't have a clue. There are many variables but we aren't talking about things ranging from gas, to diesel, to alcohol, ect... we are talking at most 5-6 different engine setups. So the most popular being B-series.

Either way, I know you are full of it from the beginning since you started talking horsepower before cylinder pressures and focused on turbos. The largest reason being fuel being used and or things like water. So stop back pedaling, and just admit you shouldn't have opened your mouth to begin with.

For most forced induction Honda builds, cylinder pressures aren't high enough for typical setups below 25psi... hence the reason I said AROUND and used a "+" sign as well. Most builds at those pressure levels are into Water/Meth Injection, Ethanol, or some form of race gas. This affects things very differently than just pump gas (~93 or lower). Prove me wrong or sit down and shut up.

njn63

Things aren't as simple as you'd like them to be. There is a reason a d-series head has problems lifting the head at relatively low power levels compared to a b-series.

Sucks but that's the real world.

edit: I find it really funny that you took such offense to such an obvious statement (that boost pressure is meaningless) when I was more directing it to the OP to help him better define where he was looking to push his setup. I know it sucks to miss something so obvious but jesus, the stick up your *** must have a stick up it's ***.

OneBadTurboCRV

Oh no, I insist. Here is the OP's build - pick a fuel and shoot a range.

njn63

I know exactly dick about f-series engines. (The difference between me and you is I know when to admit I don't know something )

My original point stands regardless.

wantboost

iTrader: (2)

oh lawd

t70accord

i didnt realize this would start a fight lol. but im trying for around 6-700 hp on race gas and around 4ish on pump.

Hyper16-Johnny

An OEM headgasket will last longer than those rods at that power level. We have a have a car doing 38psi on a 72mm turbo on an OEM headgasket but are using Pauter rods. The car made 866hp and 530tq, we were trying to make 900s but stock ignition couldn't handle it and would start to break up. And my car is doing 30psi on a 61mm turbo with an OEM headgasket. We have no problems with headgaskets, only problems we have are traction problems.

pye174

i'm not trying to **** anyone off, and i'm certainly not a punk. i may be new to this car forum but that's not really the measure of a man. You're right i think i will go learn something in a different forum.

have a nice pissing contest

t70accord

Ok thanks for the insite here. So atleast I should be safe with just the oem head gasket and not o ringing the head.