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I have wondered ever since I built this engine what it is actually capable of. It seems like most built b-series are 600whp plus. I built and tuned the engine myself and made 400whp conservatively with little ignition timing on a mustang Dyno. I since then have turned it up at the track with a little more timing and a few pounds of boost. Here's my specs:
My dilemma is how determining much this engine can handle. My original tuner who helps me with data and tips on tuning says 500whp is my limit with these Skunk2 rods. He said if I want to go any higher I will need some stronger rods. These rod have been reused 3 times throughout my engine builds with this being the highest power they've seen. My goal with this engine was around 600whp. Are the rods really my bottleneck? What would you push through this engine? Btw this is a track car for road racing. It runs hard for 30 minutes at a time between low and high boost (10psi - 20psi).
I would agree that somewhere in the realm of 500-600WHP would be the "safe" limit for you, of course the lower the better. Rods and the sleeves would become questionable factors on the upper end of that.
If you ever rebuild the engine, strongly consider getting 10:1 -> 10.5:1 pistons.
You think higher compression next time around? My first build with this engine had 10:1 Arias pistons on stock sleeves but I had a guy throw it on the dyno for me and he took my distributor out of sync and fully advanced it so that engine went pop after 1 pull on the street. Plugs were peppered and the pistons were pitted from all the detonation. That lead me to this build which a lot of people told me to lower the compression to give more cushion for error.
You think higher compression next time around? My first build with this engine had 10:1 Arias pistons on stock sleeves but I had a guy throw it on the dyno for me and he took my distributor out of sync and fully advanced it so that engine went pop after 1 pull on the street. Plugs were peppered and the pistons were pitted from all the detonation. That lead me to this build which a lot of people told me to lower the compression to give more cushion for error.
I mean, I think your problem there was pretty clearly your "tuner" and not the pistons...
9:1 compression for super low compression turbo builds, for "safety", is very antiquated advice going back to the days people were using stuff like Ostritch emus or other hacked piggyback systems to tune their cars, and when fuel quality was more questionable at the pumps.
It's been discussed here many times, just something to consider if you ever do another rebuild. Would pick up power through the whole band and spool time.
I used the Skunk2 Alpha rods for a few years in my B18c1 CSS and made around 700whp on a clean tune. So 600whp should not be a issue as long as the tune is correct
I used the Skunk2 Alpha rods for a few years in my B18c1 CSS and made around 700whp on a clean tune. So 600whp should not be a issue as long as the tune is correct
That's what I read on a few dyno threads that people were making 600-700whp on them regularly. If anything I think my intake and/ or exhaust manifold would be my bottleneck.
That's what I read on a few dyno threads that people were making 600-700whp on them regularly. If anything I think my intake and/ or exhaust manifold would be my bottleneck.
That too. Exhaust manifold will absolutely become more of a limiting factor. Between the intake/exhaust and your 9:1 pistons, your engine definitely isn't the most efficient it could be right now.
Personally I'd stay in the low 500 range unless/until you're ready for a partial rebuild. Your engine itself could probably handle 600whp, but due to what you'd have to do with your current set up to make it to that point concerning your current bottlenecks, not a good idea. You'd have to run more boost than would otherwise be necessary on a better flowing setup, and that log manifold will start to make some absolutely nasty backpressure.
That too. Exhaust manifold will absolutely become more of a limiting factor. Between the intake/exhaust and your 9:1 pistons, your engine definitely isn't the most efficient it could be right now.
Personally I'd stay in the low 500 range unless/until you're ready for a partial rebuild. Your engine itself could probably handle 600whp, but due to what you'd have to do with your current set up to make it to that point concerning your current bottlenecks, not a good idea. You'd have to run more boost than would otherwise be necessary on a better flowing setup, and that log manifold will start to make some absolutely nasty backpressure.
Gotcha yeah it seems like I'm pretty limited considering I need the big radiator. It would more than likely involve a custom tubular manifold to fit the full radiator and have better flow. More cost than it's worth at this time being that there's definitely more areas on the car that could use improvement. Looks like 500whp is still my limit! But definitely not the rods though which answers that question.
Gotcha yeah it seems like I'm pretty limited considering I need the big radiator. It would more than likely involve a custom tubular manifold to fit the full radiator and have better flow. More cost than it's worth at this time being that there's definitely more areas on the car that could use improvement. Looks like 500whp is still my limit! But definitely not the rods though which answers that question.
Not sure what your current fan/shroud setup is but if you got a tubular mini-ram or ramhorn style manifold that's designed to allow for AC fitment, and route your wastegate and downpipe down under the oil pan, that may open up more room for a fan with a bigger motor or a shroud.
The side exit is very cool but I don't think you're doing yourself any favors with that routing, the exhaust would be more out of the way from the radiator if you went down.
Not sure what your current fan/shroud setup is but if you got a tubular mini-ram or ramhorn style manifold that's designed to allow for AC fitment, and route your wastegate and downpipe down under the oil pan, that may open up more room for a fan with a bigger motor or a shroud.
The side exit is very cool but I don't think you're doing yourself any favors with that routing, the exhaust would be more out of the way from the radiator if you went down.
It's a bit tight in here which is why we went with the side exit. The turbo had to get rotated this direction to fit the full radiator. And the radiator is actually lower than factory and angled towards the front of the car to get enough space for the wastegate. I think the only way I'd fit a ramhorn is if I got one with a side mount wastegate. There wasn't even enough room for a fan or shroud so I had to do a push setup with a single Spal fan. This is with the turbo tucked tight against the block which required TONS of trimming to make that work with this compressor housing. It's an absolute pain to get to the turbo for anything. And the clutch slave cylinder is almost completely inaccessible which really sucks when we have to bleed it.
I'm not as familiar anymore with the Integra chassis when it comes to how their heat exchangers mount in the front. Something about your setup seems a bit off or like the radiator is further towards the engine than I'm used to seeing.
Log manifold will be your be restrictor. If you try the push too hard you will have crazy high exhaust back pressure which only builds heat in the turbo and reduces the engine efficiency
What is My Engine Capable Of?
