<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by shaylude &raquo;</TD></TR><TR><TD CLASS="quote">
first off. i want to try and keep my full radiator, a/c, and ps
i just can't find any manifolds that allow all 3 things.

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hermsfab log mani

i ASSUMED i needed a 1/2 rad for my setup but after installing everything, im pretty sure i coulda gotten away with a full rad with slim fans.

but i've had no overheating problems w/ my civic rad and slim fan

 

you should be fine... are you building at all? if your not, for warning.... you MUST have a good tune... predetonation on an H series engine with boost is not an option... Talking hide sight from experience... 3 of 4 piston ring lands completely cracked from predetonation... i asked for advice and then didn't take it, and now i have a built motor...haha long story very short... anything of 8-10psi your just not realistic (and reliable)....

 

its just detonation....there is no predetonation. You are getting detonation confused with pre-ignition....not the same thing.

 

i was actually just assuming 'pre' meaning before TBC... but watever eitherway as long as the point got across...

 

yeah, i think i might of gave up of my turbo idea for now.
its just not going to be the best thing right now..cause it deffinately seems without building up the block your treading on thin ice, and i need reliability right now with school and all.

i have a h23a1 with a good head, but the bottom end needs rebuilt.
i think that im going to slowly get it built for boost and then throw it back in my lude sometime maybe next summer..
just an idea

 

yea...didn't mean to like bash your dreams or anything but i wish someone would have been real up front with me from the begining, if your in school and on a budget.... not a good idea... **in my opinion** due to past experiences... to live and learn...

 

haha yeah..i just really want a turbo some day..

 

Has anyone here with a boosted H23 thought of running a H22 lsd tranny with an F22 final drive?
That way we can have evenly spaced gears and long gearing for boost.
The thought came to me out of no where.

 

Sorry if this was already asked, but I noticed that some people are making tq. #'s close to their hp #'s and other people aren't. Any particular reason for this?

 

The F22 and H23 have longer strokes than the H22 making more torque through it's powerband, while the H22 revs much higher than the F22 and H23 making lots more power in the upper rpm range.

 

My setup. Header wrap slipped due to ignorance of others...


Downpipe/Traction bar view


Pic of IC pipe from turbo to IC.


Exhaust leak through the flanges on the downpipe.


Angle shot.


No dyno numbers yet, gotta get the exhaust completed and exhaust leaks as well. Then water/meth injection. Then I'll get it tuned.
Here's a video of my test run. This is on ~5 psi.
http://s52.photobucket.com/alb...8.flv

 

get that leak fixed... : (

 

that's gonna be taken care of this week along with the rest of my exhaust, hopefully.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by deafy &raquo;</TD></TR><TR><TD CLASS="quote">that's gonna be taken care of this week along with the rest of my exhaust, hopefully. </TD></TR></TABLE>

The video link isnt working for me?

 

me neither... you have to put it up as a link outta your photobucket account... it just links us all the photobook

 

Are u having any issues with that downpipe hangin that low? it screams getting scraped

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by deafy &raquo;</TD></TR><TR><TD CLASS="quote">My setup.
Downpipe/Traction bar view

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Modified by DfwBB6 at 10:04 AM 9/16/2007

 

please can user 96vteci4 get in touch with me or can someone pm him as mine wont work.

i have family in cananda,nr regina and am coming back there soon from the uk i hope


thanx


nodd

 

Advice guys. I am going to be going with a Garret t3 60-1 turbo. I dont know weather to get a .63 or .82 a/r hotside. Help me lol

 

.63 not as much lag...

 

I Pm'd you s6 civ. If it didn't go through then email me. Bauer_supreme35@hotmail.com


Modified by 96vtecI4 at 4:58 PM 9/16/2007

 

BB6 I found this on Garrett's site hope it helps your decision...

Turbine A/R - Turbine performance is greatly affected by changing the A/R of the housing, as it is used to adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However, a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine's ability to "breathe" effectively at high RPM, adversely affecting peak engine power.

Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R housing enters the wheel in a more radial fashion, increasing the wheel's effective flow capacity, resulting in lower backpressure and better power at higher engine speeds.

When deciding between A/R options, be realistic with the intended vehicle use and use the A/R to bias the performance toward the desired powerband characteristic.

Here's a simplistic look at comparing turbine housing geometry with different applications. By comparing different turbine housing A/R, it is often possible to determine the intended use of the system.

Imagine two 3.5L engines both using GT30R turbochargers. The only difference between the two engines is a different turbine housing A/R; otherwise the two engines are identical:
1. Engine #1 has turbine housing with an A/R of 0.63
2. Engine #2 has a turbine housing with an A/R of 1.06.

What can we infer about the intended use and the turbocharger matching for each engine?

Engine#1: This engine is using a smaller A/R turbine housing (0.63) thus biased more towards low-end torque and optimal boost response. Many would describe this as being more "fun" to drive on the street, as normal daily driving habits tend to favor transient response. However, at higher engine speeds, this smaller A/R housing will result in high backpressure, which can result in a loss of top end power. This type of engine performance is desirable for street applications where the low speed boost response and transient conditions are more important than top end power.

Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower, while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of Engine #2 is more desirable for racing applications than Engine #1 where the engine will be operating at high engine speeds most of the time.

 

Thx SHPrelude00, I knew most of that information already but its good to see it in writing. Definitely have no doubts now. .63 a/r for the daily driver

 

NP, i was going to get a 60-1 for a while but didn't, you will definatly love it... alot more power on alot less boost...

 

this link should work. as for the downpipe screaming "scrape", it hasn't yet, surprisingly.

http://s52.photobucket.com/alb...8.flv

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by deafy &raquo;</TD></TR><TR><TD CLASS="quote">My setup. Header wrap slipped due to ignorance of others...


.flv</TD></TR></TABLE>

what mani is that? i want that