RobinsonEJGSR

I have a 93 EJ with GSR swap, with a semi built head. It's my daily driver. What I was curious about was what's people's experience with DDing either of the two?

doctorake

turbo it

B_Swapped93

Turbo I'm not even going to explain why ITB's are impractical for DD....

0MOTORVATIONS

iTrader: (1)

Love the JRSC for daily driving. It has a very reliable track record.

RobinsonEJGSR

I've already had turbo Honda/cars. I was curious about these two because I've never done either of them before.

MRGRIM

iTrader: (1)

ITB = response with a little extra hp (built motor )
JRSC = tq + response and a good amount of extra hp (stock motor)

RobinsonEJGSR

Thanks MRGRIM. That's great advise.

wantboost

iTrader: (2)

ITBs can be daily driven, it's all in the tune. however there is the issue of the motor injesting large quantities of unfiltered air, which can lead to ring damage and cylinder wall scoring.

JRSCs are also great for daily driven vehicles, however locating a 100% complete kit is practically impossible these days.

figure 2500 for a quality set of ITBs (the obx units are ****) less tuning (a chipped ecu and 330cc injectors are the norm)... figure roughly the same for a complete JRSC kit, installation, engine management (chipped ecu, walbro 255, bigger injectors,wideband, decent header and exhaust, and a wideband), and tuning

that's assuming you run the JRSC at the default boost levels... expect a lot more for a stepper pulley setup, crv crank pulley, smaller blower pulley and an optional lht intercooler (this is a must when running high boost as the JRSC turns into a giant heat pump at high boost)

RobinsonEJGSR

Is there anyway to filter out the air going into ITB's?!

DC_Legacy

Either setup would subject you to high IAT's even though a JRSC with an LHT would be the safest setup.

Its no secret that roots blowers generate alot of heat without an IC and I've seen where some were still undergoing IAT issues with an LHT unit.

With ITB's, even if you use a filter for them the incoming charge is still bound to heat from under the hood temps vs a CAI or cooler incoming air via an IC on a turbo setup.
Also, tuning an engine to cope with higher IAT's means the tuning has to compensate for hotter air by reduced ignition advance and richer AFR's to prevent detonation. If the IAT's get too high the ignition retard may not only hinder performance in a DD but too much retard will increase temps by sending most of the burning combustion right out the exhaust causing the head to soak up alot of this thermal energy as its exiting the exhaust ports which means your ECT's could escalate causing further strain on your cooling system like a snowball affect.

I'm not saying people with JRSC's or ITB's run into these issues as a given, I'm just stating that the tuning for either need keep this in mind and if your cooling system isn't anything more than stock I would invest in a good radiator too at the very least.