I made 346 whp and 246 torque on a built b16a in a crx. I ran 22 psi, pump gas, 9.0 comp and a modified 38mm waste gate(external). Ran great. Good spool and fast. Bought a Full race kit and now the 18g is on my race car. Still like the 18g over the 60-1.

 

great thread, i'd like to learn some more about these 18g's myself...

 

346whp is the highest i have seen a civic with the 18g (closest i have seen to that is 330ish), i am guessing lots of head work and a great tune

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by urbansi &raquo;</TD></TR><TR><TD CLASS="quote">346whp is the highest i have seen a civic with the 18g (closest i have seen to that is 330ish), i am guessing lots of head work and a great tune</TD></TR></TABLE>


jeff evans just tuned one to 350whp. I might try the spring idea before norwalk and see if it will hold it

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by nfn15037 &raquo;</TD></TR><TR><TD CLASS="quote">I added a small spring between the flapper arm and the actuator bracket to help hold the WG closed @ high boost. </TD></TR></TABLE>


do you have any pics of the spring mod ?

 

i hit 296 whp @12 psi on my b18c1. the only mods for this were a thicker head-gasket, vafc, and a 3" exhaust. it can be done. although at higer boost levels i had a hard time keeping the psi consitant.

 

...


Modified by urbansi at 10:00 PM 5/22/2006

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by urbansi &raquo;</TD></TR><TR><TD CLASS="quote">hmm thanks for the info, i already have 310's in my car, would rc's 550's snap into the same harness the 310's are in. the wastegate for sure will be ported and for the $20 it costs to upgade the flapper to a 34mm flapper ( http://www.slowboyracing.com/more.php?id=108) i may just do that too while i am in there, also have been thinking about doing an adjustable actuator, anyone tried that at all http://www.slowboyracing.com/s...=1462</TD></TR></TABLE>


As I said before the greddy exhaust side is different from the DSM exhaust side so the flapper upgrade slowboy has may not work. I talk to those guys a good bit cause they are local. they pretty much said they would ahve to see the housing off of the turbo to tell if it would work

 

anybody know about the RC 310cc clips working on the rc 550's

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by urbansi &raquo;</TD></TR><TR><TD CLASS="quote">anybody know about the RC 310cc clips working on the rc 550's</TD></TR></TABLE>


they should work but ditch RC's anyway. they have the spray pattern of a fire hose.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Si Shane &raquo;</TD></TR><TR><TD CLASS="quote">Good luck with making everything happen for under 2k. That is always a really hard thing to do.

Bullseye makes a great cast steel exhaust housing for the 18g that will run w/ a larger 38mm wastegate and a slightly larger a/r to let the turbo make a bit more power. The compressor on the greddy 18g is a bit larger than most give it credit for, and will flow 300whp worth of air without much trouble.</TD></TR></TABLE>

The Bullseye one you're referring to only uses the DSM flanged turbo housing, and a hybrid integrated DSM 4 bolt MHI housing that uses a T3 inlet flange. It will not fit the Greddy 18G (Which uses a T25 turbine housing) by any means.

I"ve have to say this several times that the Greddy 18G that is used on hondas is a HYBRID Garrett/Mitsubishi turbo that utilizes an entirely different flange than what DSM inlet flanges use..

The Greddy 18G is pushing it for 300whp not because of the internal build of the motor, but because the turbine has been designed to be very conservative. Look at porting the flapper on the housing, replacing wastegates, and getting a custom downpipe pas the adapter. It's not that easy..

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TheShodan &raquo;</TD></TR><TR><TD CLASS="quote">
The Greddy 18G is pushing it for 300whp not because of the internal build of the motor, but because the turbine has been designed to be very conservative. Look at porting the flapper on the housing, replacing wastegates, and getting a custom downpipe pas the adapter. It's not that easy..</TD></TR></TABLE>

I've done 295whp @ 11psi witha Stock ITR Motor.

External Wastegate and Stock Greddy O2 Housing and Downpipe.

 

Man those are some wicked numbers grndcont . Is the motor stock? How much do you port the wasgate?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by urbansi &raquo;</TD></TR><TR><TD CLASS="quote">... i have seen some people push 230 on 5.5psi while i at 9psi hit 215hp... </TD></TR></TABLE>

Don't feel too bad. I am only getting 232 whp at 11 psi on my built B16. I may have an ignition problem though.

 

...


Modified by urbansi at 10:01 PM 5/22/2006

 

That sounds like a good build- but I would use more compression.. 10:1 with an 18G would be nasty quick spool up and a killer street car.

 

Drag_on- Why would 10:1 be better for the 18g? Thats my stock compression.

 

Compression doesn't really have much to do with spool time. I am running 9.8:1 with my Greddy turbo and it rips ***! Alaniz competition ported head and Skunk2 stage 1 cams really let it breathe.

 

well like i have stated i am going to be running a larger turbo down the line but would like to see what i can make out of the 18g, 9.1 cr is a great compression for boosted cars plus, gas octane levels dont need to be as high all the time which doesnt scare me from detonation as much . so its a saftey measure as well as me wanting to have something later with lots of boost.

lower CR and more boost is always an issue of more CR and less boost.

 

bump

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by urbansi &raquo;</TD></TR><TR><TD CLASS="quote">well like i have stated i am going to be running a larger turbo down the line but would like to see what i can make out of the 18g, 9.1 cr is a great compression for boosted cars plus, gas octane levels dont need to be as high all the time which doesnt scare me from detonation as much . so its a saftey measure as well as me wanting to have something later with lots of boost.

lower CR and more boost is always an issue of more CR and less boost.</TD></TR></TABLE>

Lower CR for high boost (&gt;25psi) is better yes. But since we are talking less than 20 psi, raise that CR. My tuner builds motors that are producing &gt;650whp on 30 psi with 10.5:1 CR. That's scary crazy, but it is being done. My 9.9:1 CR isn't too much lower than the stock 10.4 CR so cruising around town without boost is not lagging.

 

My brother runs 5.5PSi through his 18g on his b18c1 and makes 252Whp. Conservative yet very good tune. countless street tune hours. 1.5Hrs on the dyno. We could see 300Whp VERY easily.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMisGOOD &raquo;</TD></TR><TR><TD CLASS="quote">My brother runs 5.5PSi through his 18g on his b18c1 and makes 252Whp. Conservative yet very good tune. countless street tune hours. 1.5Hrs on the dyno. We could see 300Whp VERY easily.</TD></TR></TABLE>
What is his setup?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMisGOOD &raquo;</TD></TR><TR><TD CLASS="quote">My brother runs 5.5PSi through his 18g on his b18c1 and makes 252Whp. Conservative yet very good tune. countless street tune hours. 1.5Hrs on the dyno. We could see 300Whp VERY easily.</TD></TR></TABLE>

yeah whats his setup. Those are pretty good numbers for 5.5psi.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by blaze the chemi &raquo;</TD></TR><TR><TD CLASS="quote">Lower CR for high boost (&gt;25psi) is better yes. But since we are talking less than 20 psi, raise that CR. My tuner builds motors that are producing &gt;650whp on 30 psi with 10.5:1 CR. That's scary crazy, but it is being done. My 9.9:1 CR isn't too much lower than the stock 10.4 CR so cruising around town without boost is not lagging.</TD></TR></TABLE>

Regardless, compression has very little effect on spool time. Compression is not really responsible for exhaust gas volume.