I'm looking into turbo for my jdm b18c but i know the compression is way too high for turbo. Do u think its worth lowering the compression for tubo or would NA be better

 

Sorry a "noob" is the first to reply to this, but this is my opinion. Turbo is the absolute best bolt on you can possibly do to ANY internal combustion engine. It turns your waste into power. How do you get more efficient than that? It is totally worth it to go lower compression for turbo, the turbo makes more compression and you've already got a great start for your top end with a Type R head! TURBO IT!!!!

 

Depends on your budget. Turbo will ultimately yield more HP, but there's something to say for spanking people all motor.

 

The compression is not too high for boost. There are plenty of people who boost ITRs and have tons of fun with them.

Higher compression decreases the amount of boost you can run on a certain fuel without detonation. You can make a good amount of power, but you're limited on what you can do on pump gas.

 

Good tunes = Good times

 

CTR TURBO AND LOVING IT

DO IT!

 

Post this in the ITR forum and see what they say about FI.

 

I wouldn't go a higher then a 12 psi spring on pump gas, but it's all in the tunning on how long it will last. On race gas with proper tunning you may be able to go as high as 20-30 psi. You just have no way of telling what the limits are untill you go pass them.

 

Do u think it would be a waste of the type r head if i lowered the compression to support more boost?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DC2man &raquo;</TD></TR><TR><TD CLASS="quote">Do u think it would be a waste of the type r head if i lowered the compression to support more boost?</TD></TR></TABLE>.

Your acceleration rate may diminish with the lower static compression. What is limiting your power is not 'boost', its the actual power that your stock components can handle (this also depends upon the CFM flow of the turbo you're using, considering that you never stated which one you plan to use).

A more efficient and correct tune is Much more important than trying to run more boost.

 

i would go to a well known/ awesome tuner and push at the very least 300. if it was me i would do 350. don't worry abt the amount of PSI you have to run just concentrate on the power level. when you hear people tell you "don't go over xx psi period" thats when you need to stop listening to their advice since they obviously have no idea what they are talking abt. so just keep that in mind

 

psi != HP

CFM=HP

 

read my sig.

 

Well here is my opinion, because I am going to be turboing my Type R motor in my EK.

I always rag on people who boost type r's because by nature they were meant to be all motor screamers and kill people like that.

But think of it this way.

People boost K20 Type S (K20a2/K20Z3) motors all the time up to 500WHP with no problem, BONE STOCK.

Compression on a B18C5 is 10.6:1. Compression on a K20a2 is 11:1

Yes the cylinder sleeves on a K20 are bigger/beafier and therefore can hold more boost, but in the end the compression ratio is still going to matter even if you are sleeved u can still blow it. Tuning is EVERYTHING!
If someone can make 500whp on a STOCK K20a2 I see no problem in making 300-350WHP on a Type R motor.

VTEC motors in general are very strong motors and are well put together especially with the bottom end block girdle that comes on the B18C's. It holds all the Main Caps together instead of having each one individually holding a part of the crank, thus making it stronger than the bottom end of Oh say a B20.

I am in no way saying VTEC's are better than NON-Vtec's, just stating that they were built stronger because Honda built them pretty race ready. Just needed to use that as an example to show people why you can boost a Type R with the Compression Ratio it has.


That is my quick synopsis on the situation, I have done ALOT of research on both these setups (type r turbo/LS turbo), they both have their pluses and both have their draw backs.

But staying on topic with the situation, YES u can boost a type R and make some serious HP with it.


NOW LEMME SEE SOME DYNO SHEETS!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DC2man &raquo;</TD></TR><TR><TD CLASS="quote">I'm looking into turbo for my jdm b18c but i know the compression is way too high for turbo. Do u think its worth lowering the compression for tubo or would NA be better</TD></TR></TABLE>

Lol, you're in a FI forum

Tune tune tune

 

you can turbo it just make sure it's tuned really well, it's all the fools running around on base maps that burn the motors, also if you do want to do pistons and rods you can always make some money back on your itr stuff. turbo the replacement for displacement

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by $ISELLTOU4LESS$ &raquo;</TD></TR><TR><TD CLASS="quote">Well here is my opinion, because I am going to be turboing my Type R motor in my EK.

I always rag on people who boost type r's because by nature they were meant to be all motor screamers and kill people like that.

But think of it this way.

People boost K20 Type S (K20a2/K20Z3) motors all the time up to 500WHP with no problem, BONE STOCK.

Compression on a B18C5 is 10.6:1. Compression on a K20a2 is 11:1

Yes the cylinder sleeves on a K20 are bigger/beafier and therefore can hold more boost, but in the end the compression ratio is still going to matter even if you are sleeved u can still blow it. Tuning is EVERYTHING!
If someone can make 500whp on a STOCK K20a2 I see no problem in making 300-350WHP on a Type R motor.

VTEC motors in general are very strong motors and are well put together especially with the bottom end block girdle that comes on the B18C's. It holds all the Main Caps together instead of having each one individually holding a part of the crank, thus making it stronger than the bottom end of Oh say a B20.

I am in no way saying VTEC's are better than NON-Vtec's, just stating that they were built stronger because Honda built them pretty race ready. Just needed to use that as an example to show people why you can boost a Type R with the Compression Ratio it has.


That is my quick synopsis on the situation, I have done ALOT of research on both these setups (type r turbo/LS turbo), they both have their pluses and both have their draw backs.

But staying on topic with the situation, YES u can boost a type R and make some serious HP with it.


NOW LEMME SEE SOME DYNO SHEETS!

</TD></TR></TABLE>

Not saying I don't believe you, but where is this stock K20A2, turbo'd with 500hp?
I'm asking because I'm actually interested. It seems like a lot of power out of a totally stock motor that only started out with 200 or so to the crank. I don't know if you were talking about whp or just at the crank, but even so, adding 300hp to a stock K20 sounds crazy, but if it can be done, I'd like to read how. Thanks

 

stock k20's have made somewhere around 600hp

 

Forged bottom end, efficient setup, correct fuel, and a good tune...that's how

 

https://honda-tech.com/zerothread/2157090

 

just my opinion, i consider myself a noob too, i would go with lower compression, forged pistons so the engine can handle more boost on stock internals safely, most bolt on kits go with like 6lbs of boost for the type r motor... but if it were me, i would have bought a B18c1 since its the same motor basically, just not handmade, port and polished, or the same exact valvetrain, and starts off with even lower compression than the b18c5 (**** loads cheaper too). from what i learned, lower compression means more boost, and boost is a big part of power gains besides a good tune.

if i were in your situation i would prolly still get a bolt on turbo kit (like peak boost) and run like 6 lbs of boost