For many years i've stuck with all motor set ups, banishing thoughts of forced induction. So i'm rusty on todays norms of forced induction. It used to a no no to think of running forced induction w/ high compression. Now it's more and more common.
I'm looking at changing my set up from all motor to supercharged. The last set up was a D15 B7 bottom and a milled (1.27mm)D16 Y7 head. i think my compression was around 11:1.1 or 11:2.1. Now i'm looking at grabbing an D16A6 block ,rebuilding it,bolting the D16Y7 head to it ,then supercharging it. I know using the D16A6 block will lower compression w/ the A6 pistons being dished. Not sure how much or what compression i'll be at exactly. But in exchange i should pick up some torque w/ the displacement increase. My concern is will the stock parts hold up to a supercharger running a max of 8lbs boost? It will be daily driven, but the bottom will be fully rebuilt and the head has less then 20,000 miles on it.
thanks -Jason

 

why not turbo?

 

I like the price and results of the Jackson Racing supercharger for the CRX si. Increased HP +47 and Torq +35lb at 8lbs boost. I'm also looking at using it for road racing and or Auto-X sometime.

 

There is a consideration of the Edelbrock Turbo kit, but it's more expensive and I don't know if it would respond as well powering out of turns like supercharger. But Turbo technology is better and some offer virtually no lag, thats the major issue.

 

11:1 with proper fuel/engine management should be no problem just watchout those superchargers like to get hot when they get out of there efficency range.

 

yea i still have some researching to do. I'm just kinda feeln out the idea right now, getting as much input from people with experience as i can.

 

I personally wouldn't boost compression too far, but with good tuning you'll be ok. I know STREETWORKZ has a D16A6 pushing 165whp and like 125wtq I think, 8psi. Dseries internals are good till over 200whp with decent tuning, so you just have to watch IATs and maybe even look into getting the LHT intercooler mod. Otherwise, you're pretty safe and it's a fun setup, instant torque is a strange thing in a Honda.

 

i had a t25 on mine and had no lag with 13 psi and it was great

 

Thanx for the input,just making sure i'm not dooming my motor from the get go. It will be tuned properly,if I can't find anyone near me, i'll take a road trip to insure that it is done right.

 

1.27mm is .050", which is alot to have taken off the head. My estimate puts your compression right around 11.5:1 with the A6 block/pistons and a 3 layer steel Y8 headgasket. I'd say thats pushing it for road racing with 8 psi. Even autocross will have to have a "perfect" tune to live a long usefull life.

Why not pick up another Y7 head and rebuild it. They're cheap to pick up used ($30-$40), and not that expensive to rebuild. Then you could build a motor with 10.1:1 compression, which is perfect for supercharger applications.

 

If i'm looking at 11:5.1 compression with switching to an A6 block and Y8 head gasket. Then I wonder what the heck my compression was at, when I had the B7 block (flat top pistons) with the Y8 head gasket and this head? And yes the head was milled .050, which converts to 1.27mm. It ran great, still was when i got rear eneded and car totaled.

 

Yea i'll look for another Y7 head for the supercharger build. But if i'm doing that i might as well fully build it and up the boost/psi. I'll just get an A6 block for now and rock it like it is ,focus my time and money on the supercharge build up. And No i don't want to go to B series yet, I still have alot of fun building the D's .

 

You wouldn't be making enough to bend the rods or crack ringlands with 11:1 with lower boost (assuming good tuning), but... if you even think about auto-x'ing for more than a minute or two per run, don't go with that setup. The JRSC will heatsoak like crazy (even with an expensive aftercooler), which WILL make low boost on higher CR dangerous. This is where a small turbo will win out over the small M45 the JRSC comes with.

The main thing to think about is how much more HP higher CR gets you. 9:1 vs 11:1 will get you less with the small SC than you would with a simple cam upgrade (non-vtec regrinds are cheap & effetive). Not to sound like a hater, I love the D's price per HP. I just know from experience that 8.4:1 with a small turbo can still be very quick, and boost response feels great. My setup made 160whp with stock exhaust, 6psi, and a $20 manifold. The internals cost more than my turbo kit

 

Whoa 2 year bump ^^

 

I almost replied but then saw the date.

(And then replied anyway...)

 

*grumble*

I love it when the actual resurector deletes the post he put before mine.