Q's for the turbo pros about my setup.
09-17-2008, 05:56 PM
#1
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Q's for the turbo pros about my setup.
Stock JDM B16 SIR II (10.4 CR)
log style manifold
60mm Skunk2 Megapower exhaust (60mm is 2.36 in)
The only things I have to buy are:
tial 38mm wastegate
oil lines
charge piping
What size charge piping should I get 2 or 2.5?
And the infamous when will my turbo spool question...
I'm looking to make about 240 whp on the stock motor and hoping it will last for 2 years or so. I'm thinking that should be perfectly do-able, should I worry about the 10.4 CR or anything?
Turbo Specs:
The wheel is 2.75 inches on the cold side and 2 in. on the hot side.
The cold side says .50 A/R
Hot side says .63
What's the verdict?
EDIT: oh I just got an idea, on the turbo exhaust housing where the downpipe bolts to it. There is the circle hole with the wheel in it and next to it is a smaller hole that's maybe 11/16 in or so wide. What's the purpose of that it looks the gases will bypass the wheel there, if I weld it shut to force all the gases through the turbo will it spool sooner? I think it might be there to prevent compressor surge when the throttle plate snaps shut. Any input on this?
Modified by civicjoe at 7:02 PM 9/17/2008
Modified by civicjoe at 7:05 PM 9/17/2008
log style manifold
60mm Skunk2 Megapower exhaust (60mm is 2.36 in)
The only things I have to buy are:
tial 38mm wastegate
oil lines
charge piping
What size charge piping should I get 2 or 2.5?
And the infamous when will my turbo spool question...
I'm looking to make about 240 whp on the stock motor and hoping it will last for 2 years or so. I'm thinking that should be perfectly do-able, should I worry about the 10.4 CR or anything?
Turbo Specs:
The wheel is 2.75 inches on the cold side and 2 in. on the hot side.
The cold side says .50 A/R
Hot side says .63
What's the verdict?
EDIT: oh I just got an idea, on the turbo exhaust housing where the downpipe bolts to it. There is the circle hole with the wheel in it and next to it is a smaller hole that's maybe 11/16 in or so wide. What's the purpose of that it looks the gases will bypass the wheel there, if I weld it shut to force all the gases through the turbo will it spool sooner? I think it might be there to prevent compressor surge when the throttle plate snaps shut. Any input on this?
Modified by civicjoe at 7:02 PM 9/17/2008
Modified by civicjoe at 7:05 PM 9/17/2008
09-17-2008, 06:15 PM
#2
Sounds like you have a 5bolt exhaust housing that normally allows for an internal wastegate opening. the turbine wheel should be closed from the inside of the volute of the turbine housing, but a picture will be needed to be sure.
As for "when it will Spool", you'll need to know a bit more about turbos in general to answer that question, as well as measure the wheels with the HOUSINGS OFF. The numbers you gave us are general.
Here's what you'll need to know.
As for "when it will Spool", you'll need to know a bit more about turbos in general to answer that question, as well as measure the wheels with the HOUSINGS OFF. The numbers you gave us are general.
Here's what you'll need to know.
09-17-2008, 07:16 PM
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Re: (TheShodan)
ah I understand that about the wastegate opening, yes it is a 5 bolt I should of thought of that myself. I will post up some measurements when I can with pics too.
I would preferably like it to have full spool by 4K or 4.5K. I know the exhaust housing is pretty big on this turbo. Before I take it apart do I have any hope of it spooling that soon or would a smaller turbo like a GT28R or a super 60 fit my goals better?
I would preferably like it to have full spool by 4K or 4.5K. I know the exhaust housing is pretty big on this turbo. Before I take it apart do I have any hope of it spooling that soon or would a smaller turbo like a GT28R or a super 60 fit my goals better?
09-17-2008, 08:47 PM
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Re: (civicjoe)
Depending on the trim, a t3/t04e shoudl spool by 4k if you swap out that .63 ar housing for a .48 ar. I saw 10 psi by 4k on my d16 with a t3/t04e .48ar
A bigger exhaust will help too.
a super 60 or gt28r will spool incredibly fast on a b16 and will do for your power goals.
A bigger exhaust will help too.
a super 60 or gt28r will spool incredibly fast on a b16 and will do for your power goals.
09-20-2008, 07:20 PM
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Re: (TheShodan)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TheShodan »</TD></TR><TR><TD CLASS="quote">.48A/R is not recommend for B-series for those goals. Stay .63A/R</TD></TR></TABLE>
for less than 250 whp?
wouldn't less lag with the .48 be more beneficial since he isn't trying to get a whole lot of power
i've seen between 330 and 360 on pump gas with a .48 50trim and i know the 360 was LESS than 25 psi on a head that flows about the same a d16 on a flowbench
pic for reference of said car and one of the higher dyno runs
for less than 300 go with 2 inch intercooler pipes
for less than 250 whp?
wouldn't less lag with the .48 be more beneficial since he isn't trying to get a whole lot of power
i've seen between 330 and 360 on pump gas with a .48 50trim and i know the 360 was LESS than 25 psi on a head that flows about the same a d16 on a flowbench
pic for reference of said car and one of the higher dyno runs
for less than 300 go with 2 inch intercooler pipes
09-20-2008, 10:48 PM
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Re: (spoolin turbo s)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by spoolin turbo s »</TD></TR><TR><TD CLASS="quote">
for less than 250 whp?
wouldn't less lag with the .48 be more beneficial since he isn't trying to get a whole lot of power
i've seen between 330 and 360 on pump gas with a .48 50trim and i know the 360 was LESS than 25 psi on a head that flows about the same a d16 on a flowbench
pic for reference of said car and one of the higher dyno runs
for less than 300 go with 2 inch intercooler pipes
</TD></TR></TABLE>
you cant really compare a 6500rpm engine to a 8500rpm engine, we need a decent size turbine housing to carry the power all the way till redline, for that reason alone .63 should be the smallest option.
about the intercooler pipes what i like to do on most setups around 350whp or less is on the hot side of the pipes keep them the same size as they are off the turbo outlet and and for the cold side of the piping i like to make it the same size as the throttle body
for less than 250 whp?
wouldn't less lag with the .48 be more beneficial since he isn't trying to get a whole lot of power
i've seen between 330 and 360 on pump gas with a .48 50trim and i know the 360 was LESS than 25 psi on a head that flows about the same a d16 on a flowbench
pic for reference of said car and one of the higher dyno runs
for less than 300 go with 2 inch intercooler pipes
you cant really compare a 6500rpm engine to a 8500rpm engine, we need a decent size turbine housing to carry the power all the way till redline, for that reason alone .63 should be the smallest option.
about the intercooler pipes what i like to do on most setups around 350whp or less is on the hot side of the pipes keep them the same size as they are off the turbo outlet and and for the cold side of the piping i like to make it the same size as the throttle body
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09-21-2008, 11:56 AM
#8
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Re: (blinx9900)
thanks for the help guys, I've pulled the housings off but haven't gotten a hold of a micrometer yet to measure the inducer exducer specs and such.
09-21-2008, 12:05 PM
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Re: (blinx9900)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by blinx9900 »</TD></TR><TR><TD CLASS="quote">
you cant really compare a 6500rpm engine to a 8500rpm engine, we need a decent size turbine housing to carry the power all the way till redline, for that reason alone .63 should be the smallest option.
about the intercooler pipes what i like to do on most setups around 350whp or less is on the hot side of the pipes keep them the same size as they are off the turbo outlet and and for the cold side of the piping i like to make it the same size as the throttle body </TD></TR></TABLE>
what im saying is if it will support 360 whp without falling off i don't see why it wouldn't flow 250 without falling off even if it is revving to 8500 rpm's
il see if i can find a setup on evans for reference
you cant really compare a 6500rpm engine to a 8500rpm engine, we need a decent size turbine housing to carry the power all the way till redline, for that reason alone .63 should be the smallest option.
about the intercooler pipes what i like to do on most setups around 350whp or less is on the hot side of the pipes keep them the same size as they are off the turbo outlet and and for the cold side of the piping i like to make it the same size as the throttle body
</TD></TR></TABLE>what im saying is if it will support 360 whp without falling off i don't see why it wouldn't flow 250 without falling off even if it is revving to 8500 rpm's
il see if i can find a setup on evans for reference
09-21-2008, 01:00 PM
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Re: (spoolin turbo s)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by spoolin turbo s »</TD></TR><TR><TD CLASS="quote">disregard my posts above i totally forgot that honda motors don't like back pressure at all 
</TD></TR></TABLE>
most motors don't its just at that high of RPM it becomes very clear
most motors don't its just at that high of RPM it becomes very clear
09-21-2008, 06:00 PM
#12
Re: (spoolin turbo s)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by spoolin turbo s »</TD></TR><TR><TD CLASS="quote">
what im saying is if it will support 360 whp without falling off i don't see why it wouldn't flow 250 without falling off even if it is revving to 8500 rpm's
il see if i can find a setup on evans for reference </TD></TR></TABLE>
If the engine doesn't like the backpressure created from that, yes, it makes a BIG difference. Honda B-series need to have a bit less of that backpressure created from decent applications. The VEs on the B-series is WAY higher than many VW and DSM applications. Its not worth any 200 rpms in "spool" he may get.
what im saying is if it will support 360 whp without falling off i don't see why it wouldn't flow 250 without falling off even if it is revving to 8500 rpm's
il see if i can find a setup on evans for reference
</TD></TR></TABLE>If the engine doesn't like the backpressure created from that, yes, it makes a BIG difference. Honda B-series need to have a bit less of that backpressure created from decent applications. The VEs on the B-series is WAY higher than many VW and DSM applications. Its not worth any 200 rpms in "spool" he may get.
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