Long story short my wife has a pristine 88 CRX Si with a stock JDM B18C, built B16S1 w/ Quaife LSD etc... and it has gotten boring. I just had the engine rebuilt and I installed a .030 Cometic head gasket and ARP head studs only because any time I pull a head I use ARP studs. At the time I had no intentions of putting a turbo on this car. The whole point of going with a JDM type R swap was to stay N/A.

Having said that she would like to go from the mid 13's to the low 12's. I have purchased a complete turbo kit that utilizes a Turbonetics turbo with a T3/T4 V trim T04B compressor and an exhaust A/R of .48 . I plan on purchasing I.D. 1000cc injectors, Aeromotive 340LPH pump, OBD1 Hondata S300 equipped ECU. After I install all this stuff I will drop the car off at T1 performance and tell them to tune it to a safe HP level for the stock internals. We shouldnt need but about 250-260 HP at the wheels to get low 12's.

I just want to make sure my course of action sounds realistic. I know turbo charging a 11:1+ engine isnt optimal but it should be possible with a modest goal.

Thanks,

 

Speaking from a very moderate past w/ boost, I'd say you will be perfectly fine.


Your hp goal is very modest, your choice of components is great (i.e. s300/ID1000/etc), and most importantly your tune will be top notch. T1 + S300 = excellent tune.


I say you're golden.

 

I'd only hope that the turbine that's used with the V-trim would be a .63A/R, especially with the exhaust velocity of a higher compression B-series. That would be a MUCH better option than the .48A/R. If that can be swapped out from whomever you purchased the kit from, that would be best. Otherwise, the rest of your thinking an planning seem quite good.

 

Can you explain why a .63A/R would be better than a .48A/R? I thought a .48 would be less laggy but my turbo knowledge isnt the best.

 

You won't be "laggy" with the .63 even if you had low compression pistons.

I think the idea is since the exhaust velocity (or the speed in which the exhaust is pushed out) is increased with a high-compression piston, you will more than adequately spool a .63 a/r turbo. As opposed to a .48 which tends to loose its breath quickly.

 

That makes perfect sense.

Thank you,

 

Correct. keeps exhaust velocity high, and lowers exhaust backpressure a bit more for an efficient cylinder head like a GS-R over say, a d-series y8

 

Well 1 year later the car is finally done.

Kit consist of:

GT3076R
Spoolin performance log
Turbonetics wastegate
Turbosmart BOV
Treadstone TR11 intercooler
Custom aluminum piping
I.D. 1000CC injectors
Aeromotive 340lph fuel pump
Hondata S300/Boost solenoid

I took it to T1 race developement on April 12th and put down 297HP/260TQ on 91 octane @10.5 psi when converting from mainline to dynojet numbers.

Thanks to Russert machine for the rebuild and T1 Race Developement for a good tune and friendly service.

The car feels pretty quick now, no noticeable turbo lag, and the wife loves it.

 

Increasing compression does not increase exhaust energy. I found no change in spool when increasing compression from 9 to 13.5:1.
Here is a really boring white paper on the subject:
http://www.ijetae.com/files/Volume2I...AE_0812_82.pdf