I see that Jackson Racing makes a supercharger for the D16A6 but i was wondering if the intake manifold bolt pattern on an A6 is the same as on the Y8 because I want to do a Mini-Me Swap and was wondering if the supercharger would fit the Y8 head. leme kno. Thanks

 

well ,when I had my original motor in my car (d16a6), i put a y8 manifold on it so it should be the same situation.

 

Yes, all D's but the dohc zc will work with almost all the same parts, but yeah, the JRSC will bolt right up, their kit is made more for those motors than it is for the A6 anyway......

 

OK, Thanks guys. One more Question. How much power could I expect from a Mini-Me swap with stock internals and a supercharger setup with a 8psi pully? Rough Estimate?

 

Who knows, it all depends on your tune.....but roughly maybe 160-170 whp.....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SIred91 &raquo;</TD></TR><TR><TD CLASS="quote">Yes, all D's but the dohc zc will work with almost all the same parts, but yeah, the JRSC will bolt right up, their kit is made more for those motors than it is for the A6 anyway......</TD></TR></TABLE>


ive seen a6s make more power than the vtec d series with the jrsc's.

i dont know where you got your info from, but these kits were designed on the a6, and adapted to the newer motors.

 

for some reason the non-vtec d's benifit more from the jrsc blower,i believe it is the cam profile on the z6 and y8....kinda like how most of the time an aftermarket grind loses power with their blower....not to sure though talk to the guys at jackson racing if you are looking into it,don't expletive yourself

 

Ok Then. Which would be a better setup. a Y8 head/JRSC setup or stick with the A6 head and turbo it?

 

Use the A6 head, vtec is a bunch of overrated **** on a single cam.
It will be much less complicated to tune the A6. SC'd or turbo.

A6 for the win.

 

a SC vtec sohc would be pretty rediculous..but i agree, it would be impossible to tune, or very very expensive.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sanimalp &raquo;</TD></TR><TR><TD CLASS="quote">a SC vtec sohc would be pretty rediculous..but i agree, it would be impossible to tune, or very very expensive. </TD></TR></TABLE>

Impossible? Maybe if you're borderline retarded.

Tuning a VTEC car is no harder than a non-vtec.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by CleanCRX1 &raquo;</TD></TR><TR><TD CLASS="quote">Ok Then. Which would be a better setup. a Y8 head/JRSC setup or stick with the A6 head and turbo it?</TD></TR></TABLE>


vtec and non-vtec sohcs make about the same power when you boost them.

so, its either you supercharge it, or turbo charge it. no need to add vtec when you are boosting.


how much power do you want to make, and where do you want to make it?

how much work do you plan on doing to the internals? what sort of driving/racing will you be doing?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sanimalp &raquo;</TD></TR><TR><TD CLASS="quote">a SC vtec sohc would be pretty rediculous..but i agree, it would be impossible to tune, or very very expensive. </TD></TR></TABLE>

Not at all more expensive or impossible, just less complicated.

Like said above....If your gonna boost it, vtec don't mean ****.
Its less to worry about without it.

 

just watch your compression with am mini me swap and boost you gain more power from the compression bump than vtec. had a freind do it with a turbo and 8 psi he had blow by in about 5 months of hard driving

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by njn63 &raquo;</TD></TR><TR><TD CLASS="quote">

Impossible? Maybe if you're borderline retarded.

Tuning a VTEC car is no harder than a non-vtec.</TD></TR></TABLE>

the word impossible was used sarcastically.. sorry you missed it.

an a6/y8 is a 10.4:1 compression combo, then throw in 8lbs of boost and vtec, and you've got a combo that only a handful of people in this country could make run reliably on a 91 octane, stock block d16. but i digress..

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sanimalp &raquo;</TD></TR><TR><TD CLASS="quote">

the word impossible was used sarcastically.. sorry you missed it.

an a6/y8 is a 10.4:1 compression combo, then throw in 8lbs of boost and vtec, and you've got a combo that only a handful of people in this country could make run reliably on a 91 octane, stock block d16. but i digress..
</TD></TR></TABLE>


not true at all. there are plenty of people running higher compression JRSC motors.

in fact, all of the high HP numbers are from higher compression.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sanimalp &raquo;</TD></TR><TR><TD CLASS="quote">

the word impossible was used sacarstically.. sorry you missed it.

an a6/y8 is a 10.4:1 compresion combo, then throw in 8lbs of boost and vtec, and youve got a combo that only a handfull of people in this country could make run reliably on a 91 octane, stock block d16. but i digress..
</TD></TR></TABLE>

hahaha, you really have been brainwashed havn't you? What does a B16 have for compression? How about a B18C? How many of them are turboed?

Handful of people huh?

Now, i agree that the money could be better spent in areas besides the head swap but you really need to learn some about tuning. This isn't 1998 and vtec isn't a mystical system that no one understands.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by njn63 &raquo;</TD></TR><TR><TD CLASS="quote">
This isn't 1998 and vtec isn't a mystical system that no one understands.</TD></TR></TABLE>


that's just awesome.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by njn63 &raquo;</TD></TR><TR><TD CLASS="quote">
hahaha, you really have been brainwashed havn't you? What does a B16 have for compression? How about a B18C? How many of them are turboed?
</TD></TR></TABLE>

how many of them are turbo'ed, tuned, and daily driven by the people who own them? obviously there is no statistic on that, but i leave that as a question for you to think about. my statement that it would be difficult to tune yourself without extensive research, or expensive to have done and be reliable still stands.

I currently run a chipped pm6 on my d16a6 using turboedit, all of which i have done myself. I dont claim to be able to tune a setup like the one i mentioned being "impossible", and im already running a self tuned setup. If you can, thats cool, maybe you can endow us with a writeup, showing all of us how easy it is.

ill close with my favorite proverb here on honda-tech:
fast, cheap, reliable. you only get 2.


Modified by sanimalp at 11:37 PM 2/27/2007

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sanimalp &raquo;</TD></TR><TR><TD CLASS="quote">

how many of them are turbo'ed, tuned, and daily driven by the people who own them? obviously there is no statistic on that, but i leave that as a question for you to think about. my statement that it would be difficult to tune yourself without extensive research, or expensive to have done and be reliable still stands.

fast, cheap, reliable, you only get 2.

</TD></TR></TABLE>

What does that have to do with anything we're talking about? You're saying there is only a handful of tuners in the country that are qualified to tune what is considered in the Honda world a pretty normal compression ratio. If it was a 11:1 motor running 8 psi on 91 octane i could see the concern, but 10.2:1-10.4:1 (depending on calculator you use and setup) is nothing to be scared of at all. People run 5-6psi on B18C's and B16's on Jackson's fmu setup with that compression and have no issues (and that's ghetto in my opinion). Anyone who has a clue what they're doing tuning a car should have no issues with 10.4:1 compression.

Furthermore i can think of a lot of stock bottom end b16/b18c's with some type of forced induction that are daily driven. Get out of that rock you're living under more i guess?

 

you said it yourself.. <TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by njn63 &raquo;</TD></TR><TR><TD CLASS="quote">
If it was a 11:1 motor running 8 psi on 91 octane i could see the concern </TD></TR></TABLE>
last i checked, the guy in this forum asking about a supercharger is going to use a d16a6 bottom end. no mention of race fuel, no mention of sleeving. generously, 10.2:1 compression is only 7% more volume than 11:1 compression. you seemed scared about 11:1, but complacent about 10.2. I ask why.

8 psi obviously isnt a huge amount of boost, and you can probably run that kind of boost safely on most honda engines, but when you start getting to 10:1 or 11:1 on an aluminum block, your going to melt something unless you are lucky or really smart about how you tune. im guessing you are the lucky type.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sanimalp &raquo;</TD></TR><TR><TD CLASS="quote">you said it yourself..
last i checked, the guy in this forum asking about a supercharger is going to use a d16a6 bottom end. no mention of race fuel, no mention of sleeving. generously, 10.2:1 compression is only 7% more volume than 11:1 compression. you seemed scared about 11:1, but complacent about 10.2. I ask why.

8 psi obviously isnt a huge amount of boost, and you can probably run that kind of boost safely on most honda engines, but when you start getting to 10:1 or 11:1 on an aluminum block, your going to melt something unless you are lucky or really smart about how you tune. im guessing you are the lucky type. </TD></TR></TABLE>

And the different between 9.1:1 and 10.2:1 is a little under 11% yet you tuned a 9.1:1 motor and only a handful can tune a 10.2:1 motor?

I didn't say i would freak out about a 11:1 motor, but i wouldn't be confident tuning it myself at this point.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by njn63 &raquo;</TD></TR><TR><TD CLASS="quote">
And the different between 9.1:1 and 10.2:1 is a little under 11% yet you tuned a 9.1:1 motor and only a handful can tune a 10.2:1 motor?

I didn't say i would freak out about a 11:1 motor, but i wouldn't be confident tuning it myself at this point.</TD></TR></TABLE>

after a long road, it looks like we have arrived back at where we started. i stated, tongue in cheek, that a supercharged mini-me would be difficult to tune yourself, or cost a lot of money to have tuned.

I also would not be confident in tuning an 11:1 boosted motor, as you have also stated. 10.2, 10.4, on even 8lbs of boost, stock block, and pump gas, are also in my personal realm of discomfort, hence my original statement. You may be more experienced than i am in this matter, so that may be within your capacity to tune, which explains why you took offense at my statement.

my statement about only a handful of people being able to tune that kind of setup relates to the number of people I would trust 100% to tune my car. sure there are lots of people in the HT tuner directory who could probably say they could do it, but how many have done it, who can get the car to idle, have midrange and WOT power and have more than 20k miles on the motor that was tuned? I would bet not many people. for me, using my car as a daily, that is too much risk. hence the handful statement.

hopefully you see what im saying and we can let this guy have his thread back.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sanimalp &raquo;</TD></TR><TR><TD CLASS="quote">
sure there are lots of people in the HT tuner directory who could probably say they could do it, but how many have done it, who can get the car to idle, have midrange and WOT power and have more than 20k miles on the motor that was tuned? I would bet not many people. </TD></TR></TABLE>

You'd lose that bet i'd guarantee. But, i'm just going to agree to disagree at this point because we went way too far off topic.

Bottom line, put your money elsewhere instead of doing a mini-me swap on a d-series JRSC car, you'll have much better gains.

 

Man, I've learned alot from your posts, thanks. Sounds like my best bet is to stick with the A6 head and use the money from the mini-me swap to build the A6. P&P. Slap a JRSC on their and mayby some high compression pistons and tune it in. Now what about fuel mods such as injectors and pressure reulators??? My HP goal is 225 so what do you think i need besides the basic intake and exaust mods because those are already in place.