Still cant decide on what turbo i want to use. This will be going on a b18b, and we would like to really see 250whp daily driver, but just up the boost a bit on the dyno and see some more impressive numbers on a totally 100% stock b18b. Ill be in college for 2 years starting in august so I wont have time to build this block. Eventually ill be replacing this with a built gsr block, but not for a long time.
I have lookied through at least 70 pages of the LS/t thread and still am torn between the .63ar and the .48ar. I need a turbo with a t3 exhaust flange and Garrett 4 bolt as thats what my mani, DP and dump are fabricated for.

I have the gsr trans in now, but when ill be replacing the clutch in a few days ill be swapping back in the ls trans only for the fact i do a decent amount of highway commuting and 4k @80 in 5th is a little weird . Im told to start to see boost at like 3200-3500 rpm with the .63 and full spool at about 4300-5000 rpm. With the gsr trans this is fine, but when i go ls trans i would like to see it alot sooner, possibly full spool by 4k and still be able to reach my power goals.

Or is there anyother turbo with the t3 flange and a 4 bolt that would suit me?

 

I went with the .63ar and never looked back

 

.63ar

 

.63 ftw

.48 will spool ever so slightly faster than its big brother but will run out of breath faster.

just go grab a .63 off ebay for a 2.3t ford engine, usually around $250-300

 

really? Are you guys using the ls trans...well 97hb are you using the ls trans?

 

definitely .63, the .48 will be anemic on the top end.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mr. Helsinki &raquo;</TD></TR><TR><TD CLASS="quote">definitely .63, the .48 will be anemic on the top end.</TD></TR></TABLE>

I definately agree with Mr. Helsinki.. .63/ A/R with the right exhaust wheel can do wonders. PM me. the GT3251 (Journal bearing. Remember the "R" stands for "reach into your pocketbook for Ball bearing) has worked wonderfully for the power and response you're looking for, and is well-priced.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by swappedcx &raquo;</TD></TR><TR><TD CLASS="quote">really? Are you guys using the ls trans...well 97hb are you using the ls trans?</TD></TR></TABLE>

Ya, using the LS tranny. Long gears, and doesn't help with those 24.1" drag radials

 

I had a sc-34 with a 48ar on my eg hatch with a LS motor and it was still pulling at 7k and if i coulda revved it higher it woulda kept making power and that thing spooled quick, but i did have a big TB and IM..

I have a 60 trim with 63ar on my eg b16 hatch now and it gets full boost about 5500 it put down 267hp revving to 8700 and 262hp at stock redline on 8 lbs.

I personally would get a 48ar on a LS unless your running alot of boost or have a higher rev limit because it gonna spool alot later..I rode in a LS turbo with a sc-50 with a 48ar and i think thats about the perfect turbo for that motor on stock redline..

 

i already got my mani, DP, and dump for a 4 bolt garrett with t3 flange. So im kinda limited here. Right now i think i may be leaning towards a 57 trim .63ar so far. Talking to TheShodan right now about one of his blue pills as well.

 

The newest fad on Honda-tech is all top end, no midrange. LS's make midrange power, a .48a/r housing(with a stage III turbine wheel) will provide you a better midrange and overall will make a lot of people more happy. If you are the type of guy that only punches it to show off or when they have a straight wide open road, get the larger turbine housing. If you want to use the turbo to get around on the streets, smaller turbine housing will be the way to go. Hell, I think your standard t3/t04e's are far too large for LS's regardless of the smaller turbine housing. Don't buy a turbo for drag racing if you only go to the track 4 times a year but drive the car regularly 365 days a year.

 

.48 seems like alot better choice for what u want to do, highway driving etc. plus ur gonna get more midrange tq and better drivability .

it should suit ur 250hp dd goal absolutely perfect

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by nowtype &raquo;</TD></TR><TR><TD CLASS="quote">The newest fad on Honda-tech is all top end, no midrange.
</TD></TR></TABLE>

This is very true...It seems that MANY people are getting applications that are too big OVERALL to be able meet needs that can be easily reached with more of a "fun factor" than just worrying about being a dyno queen or strip monster.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by nowtype &raquo;</TD></TR><TR><TD CLASS="quote"> LS's make midrange power, a .48a/r housing(with a stage III turbine wheel) will provide you a better midrange and overall will make a lot of people more happy. If you are the type of guy that only punches it to show off or when they have a straight wide open road, get the larger turbine housing. </TD></TR></TABLE>

Not necessarily. You have to look at this as an efficiency issue, and not simply use the equation of "SMALLER HOUSING = FASTER SPOOL OF WHEEL X INITIAL". The purpose of having these different turbine housing sizes is so that it is the correct A/R ratio is combined with the right wheel size used. If he were using something in a 2.122" exducer wheel, then sure, a .48 A/R would be appropriate for the characteristics of the turbo he plans to use for its specific purpose. However, if he uses something in Stage III turbine wheel or of similar size, the .63A/R may be more effective for the broad powerband that he's looking for. Most of the time, for the honda motors and the purpose they are used for in FWD configuations, a .63A/R USUALLY is what the doctor ordered, but it still depends on purpose, exhaust wheel, turbine efficiency, and power goals.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by nowtype &raquo;</TD></TR><TR><TD CLASS="quote"> If you want to use the turbo to get around on the streets, smaller turbine housing will be the way to go. Hell, I think your standard t3/t04e's are far too large for LS's regardless of the smaller turbine housing.</TD></TR></TABLE>

I think you're half right on this point, being that many of the typical "Standard" sizes and wheel configurations that you see on H-T are a bit big for many LS engines that want just a bit more "punch" on a daily / Weekend fun type of setup. But again, its not the housing, that's only a 1/3 of the equation...