Hey guys, my build is nearing completion so I figured I would share it with you.

d16y7 block/d16z6 crank/d16a6 head
ARP head studs/eagle rods/arias 11.1 comp pistons
JRSC with 3.4" pulley
Holset h1c (54mm inducer) with bep .70 ar stainless steel turbine housing
Stock intake ports with big smooth exhaust ports and a stock cam
Go-Autoworks cast manifold / Tial wastegate
Air to water intercooler (spearco core) /bosch water pump/ big heat exchanger
Devilsown water meth kit do3/do1 nozzles pre/post sc
800cc ev14 injectors
Neptune demon

So I think that covers the important stuff. I'm really not sure what to run for boost pressure, I'd like to see 300whp on 94oct with water/meth. I suspect that is going to take at least 16psi. That's 8 from the jrsc and 6-8 from the holset. I'd love to run more on the holset but I just don't think I'll be able to do it on 94. It is a compound setup (no bypass).

 

if you feed the supercharger 8psi at the inlet it will be way above 16psi, it multiplies the air pressure it's fed, so an 8psi pulley with 8psi from the turbo will be more than 16

also holsets don't like low pressure, you aren't even on the map at 8psi and will have tons of issues with surge... if you aren't running at least 14psi then you need a much smaller turbo for the setup to function properly.

also those who have run methanol before the JRSC have had issues with the methanol eroding rotors, wearing the coatings off, as well as methanol pooling in the supercharger, causing uneven distribution and very little of the methanol making it into the cylinder.

and with no intercooler after the JRSC, even with methanol, the IATs will be dangerously high, especially at pressure levels the charger was never meant to operate at. you'll be operating Tue charger past it's efficiency limit, effectively turning it into a giant heat pump with little power gains.

you'll also have an issue with fuel economy if you don't run a bypass valve, as the air will always be pumped by the charger, even at cruise and significantly impact performance and fuel economy.
we did something similar with our shops svt cobra with a ported blower and no bypass valve, it sucked cruising on the highway and fuel economy dropped into single digits

 

8 and 8 mightcome out to 19 or so. I ran this setup with a 14b last year so i'm somewhat familiar with how it will behave. I agree that it is a little low on the map. With this setup you have to size the turbo for a 2.4L

The reason i'm spaying into the supercharger is just to cool it. I dont care about the coating on the rotors. If i have to run more boost then i may get a barrel of e85.

The stock bypass on the jrsc is still in place. It operates normally when cruising.

 

Mother of god!!!

 

Not downing your build at all, but why such a low power goal with such a set up?

 

In for this!!

I like our style mang.

Can we get a lot more pics tho??

 

Ive seen this car through alot of stages, very nice no bull **** work. Great from a canadian to.

I remember you had a crazy weirtech manifold though, why decide on a diff route? Reliability of cast?

 

Slacker93, fair question man. The goal of this build was response and power under 4k with that power carrying up to redline. The reason is that this is a daily driver and I enjoy short sprints up to speed. Also, I got the pistons for free from a friend and I feel that 11.1 compression on 94 is going to limit the kind of power I can make. I've be considering doing a map for c16 and aiming for 450whp.

More pics!

Kevin, you are thinking of the Civic from Enmo. I'll be honest their work is better than I have the skills to do. My work is functional but not always pretty. I have done everything myself except for the machine work.

 

Hope that dumptube is getting routed out of the engine bay, would rob alot of HP dumping there

 

Very cool man, good luck with the build. Progress looks great.

 

wastegate dump I'll be doing this weekend, I'll route it under the car. Exhaust is now 3" all the way to the back. There is still 4ft of snow on the ground so I'm not under a lot of pressure.

wantboost, I checked the compressor map for an hx35 and it shows me perfectly inside the efficiency zone. I know the h1c will be a little close to the right but I suspect I'll still fall within the line.

 

PRtotal = PRturbo X PRsupercharger

PR= (Boost + atmospheric pressure)/ atmospheric Pressure

So if you are running 8psi for each compressor then it should ~ (8psi+14.7psi)/14.7psi = ~1.5 for each compressor

PRtotal = 1.5 X 1.5 => 2.25 approx.

When sizing the turbo you would treat the size based on mass flow of the supercharger is moving.

 

Yeah, your calculations put me at 18.5 psi with 8 on each. I'll dial boost to whatever I can without surging. I've got the pwm boost control on Neptune.

 

yea I'm definitely in for results, I love out of the box thinking and you sir are one of the poster children

I am wondering how the smaller d series supercharger will handle airflow compared to the bigger b series unit.

also remember that if you change any pulley on the sc setup that it will also change the ratio of pressure multiplication.

I am curious though, with meth before and after the charger, how much do you plan on injecting overall? I do know some JRSC users have had concerns that meth injection after the charger will cause issues due to how short the runners on the JRSC intake manifold are... that it won't have enough time to atomize/vaporize and cool the intake charge with the nozzle so close to the intake valves. if the methanol is still in liquid form when it enters the cylinder, depending on total amount injected, should vaporize on the compression stroke. if not then it will remain liquid and burn as a primary fuel source.

just something to consider when deciding on how much to inject. I'm assuming your after sc setup will be direct port with one nozzle in each short runner, if not you'll definitely have distribution issues.

also when large amounts are injected pre sc it erodes the leading edges of the lobes (where they meet) this can cause pressure and airflow loss, effectively murdering its efficiency.
so over time I would inspect the rotors regularly for signs of any excessive wear, although you should notice a drop in power and a slight pressure drop if the rotor erosion is severe.
again just something to consider.

 

with the amount of heat that setup will be putting out i don't see water meth helping as much as it could if it was designed to be more efficient. better exhaust manifold and a few other things 400+ wouldn't be a problem.

 

I am injecting 3gph before the sc and only 1gph after. The after is simply to help a little more with iat. There a a video on youtube with this exact setup on a d16/jrsc with data to back it up. He was seeing iat rise 15c on 9psi. With no injection it was going up 45c.

I will be injecting mostly water.

 

I think you will be surprised how much heat this setup doesn't make. I'm looking forward to sharing my results!

 

Yeap those M46 are are great at below 5k revs at the engine but above 6k they really start to heat up the charged air.

One of the reasons I went to a 84cid s/c on my twincharge setup.

 

Yeah, I won't even be reving past 6500 so not too worried. This isn't a race car, it's my fun daily.

 

And that car was on 100% water to, little meth goes along way

 

I had a snowmobile that I ran 50/50 water meth on. It had a gt2554r running 19.5psi on a 750cc twin. Oh yeah and I rode it with one hand! (amputee)

 

Welded and heat wrapped the wastegate dump today. Still have to drill/tap for the water meth nozzles, run a few vacuum lines, buy a new bov, and do all the air to water plumbing.

My chassis is kinda rusty so after this year I'll hopefully be moving everything over to either an rt4wd wagon or a crx hf. I haven't decided. I do love how my car rides, it's just oem ctr suspension but it's perfect for our harsh roads.

 

Hey, here is a quick ripper video with the turbo at 11psi and 22psi total. It'll take a little over 40psi total to hit 400whp, that works out to around 20 from the turbo.

 

The fact that you've done all of this with one hand is even more impressive. plus you're the first person to really get a twin charged setup to run right at high boost.

 

Thanks man
It's not that fast right now, I'm going to try to get the pwm boost control in neptune working tonight. I'd like to run another 8psi on the turbo. I think once the holset gets over 15psi things should really wake up.