Well, after thinking about trading my car I just couldn't bring myself to do it. So, instead I've decided to redo my turbo set-up and swap to a different engine as well. Here is a little video of everything I've done to this point...

http://www.vimeo.com/18205093

I am having trouble trying to find a turbo that will work for what I'm wanting to do. My old 57trim was great for my B16 and I want something with a similar effect on a B18C. So, suggestions welcome! I am trying to get into the low 12's/High 11's in the 1/4mile and have it DD'ed. Thanks in advance! :D

 

57 trim will get you into the 11's on a b18c all day

 

Any certain company to get one from? My last one was a Garrett Journal Bearing 57trim. I've heard Precision 57trims are good. Ball bearing?

 

There all pretty good, cant beat garrett units. theve been around a long time and there faily priced for a 57 trim. If you have money to blow you can look into other units like a 3076r or one of those new preicion billet units like the 5857 or 5557 both will get you into the 11's no problem

 

Good info! As far as a manifold, what do you guys suggest? I had a Meutek manifold this first go around and worked well. I'd like to get something w/ a little more flow like a ramhorn or something along those lines. Thoughts?

 

cool video. what kind of numbers you shooting for on the b18c

 

Thank you sir! I enjoy making them. As far as numbers, I'm not really sure yet. For a DD I would like to see if I could hit 300whp on 12psi give or take, depending on the size turbo I wind up mating this engine with. I know that probably won't get me into the 11's on a 57trim but I enjoyed 10psi on a B16A so 10-12psi on a B18C1 seems like it would be pretty rad! :D

 

oh man you will very easily make 300hp on 12 psi gsr 57 trim. i tuned a friends stock gsr with a peakboost kit/garrett 57 trim 300.25hp on 8.5 psi. that was on uberdata too so it would have been more like 310-315 on a better ems.

57 trim is a good choice, and will make the 375-400ish hp you are looking for to be in the upper 11s low 12's.

 

I loved my 57 trim on my stock b16 @ 12 psi it made 310 whp. I had a ramhorn and a precision 57trim turbo loved it no track numbers tho

 

Catch can set-up this time you think?

 

catch can setup should be run on all boost applications IMO. two -10 off front of valve cover will be suffecient

 

yeah, in retrospect I think a catch can would've been a good idea as well. Got a friend w/ a Super 60 he's wanting to sell me. Good for a 300+hp B18c?

 

super 60 t3 isnt the best choice IMO

 

Man, lookin' like another 57trim might be thrown into this set-up too...

 

Well whats your budget for the turbo? You could aslo get ahold of TheShodan on here and he can help you pick the perfect turbo for the application within your budget

 

After much thought and looking at options here on HT I've decided to purchase a journal bearing Precision Billet 5758 turbo .60compressor/.82turbine housing. Next up... the mani! So, ramhorn or mini-ramhorn?

 

andy mckee?

 

YOU ARE CORRECT SIR!!! Amazing musician, that one...

 

i agree. distinctive sound for sure. very very talented

 

this just in...

ITR valve springs to match the ITR cams...



got this in the mail today too. Hmmm...? What could it be...?

to be continued...

 

Well, got a bit of a chance to do some stuff to the hatch this past week and this is what went down. All prep for the new set-up and then some...

The old intercooler had dimensions consisting of 24x6x3 and some modding was required to get it to tuck into the bumper cover. However, the dimensions of the new intercooler are 31x11x3 so even further modification was necessary.

Old intercooler: 24x6x3...


New intercooler: 31x11x3...


I wasn't really looking forward to doing all the cutting involved but was made easy using this indispensable, bada$$ little cutter...


So, after about 20 minutes of cutting this is what I had to show for it...




When I purchased this intercooler I was worried there would be some clearance issues w/ the bumper cover and that I would have to install a lip of some sort (even though I will regardless at some point and time for aesthetics). Just a few minor fitment issue. For example, some of the brackets...

and a better pic... No biggie.


After a little bit of cutting and all better now. I.C. now sits flush with the rest of the bumper bracket. It tucks nicely to where the car won't look retarded with it peaking out below w/o having to put a lip on to cover it up...


Front view...

Top view... nice and flush. oooohhhh yeah!


On my last build, the plumbing gave me the most trouble in getting the project done. After doing all this I was relieved to see there was plenty of room to work with. Once the new manifold comes in and is installed w/ the turbo, the waste gate, Downpipe and dump tube fitment should be cake...

LOOK AT ALL THAT ROOM!!! A/C is for wusses anyway. Roll down a window...


While I had the bumper off, I thought it would be a good time to fix something that had been bothering me for a while... FENDER GAP!!! One of the few things Honda did wrong was the design of their mounting hardware for the 92-95 fenders. Not to fear because I used this link's info... (worked like a charm! )
https://honda-tech.com/forums/honda-civic-del-sol-1992-2000-1/%5Bfaq%5D-how-get-your-92-95-bumper-fit-flush-your-fenders-%2Apics%2A-1751772/

Presto... the best $2.00 I've ever spend!


***So, a few little things that have happened and bugs ironed out on the way up to this point...
The car wasn't getting up to operating temp. and holding it. I initially thought it was because of the Mishimoto rad. and thermo combo but it was drinking gas like a fish (limp mode I assume because of missing knock sensor). I fixed the knock sensor problem earlier this week thanks to the control you have in the Hondata S300 and now she warms-up properly with no issues. As a result, I was able to hit VTEC for the first time since we did the swap and see what these Type-R cams were all about. I had heard that some people experience slight power loss but HOLY HELL did it crossover hard on a 2001 Integra Type-R calibration!!! Still waiting for the turbo manifold to be custom made and sent my way from Arizona. I took delivery of the new injectors, BOV and Type-R dual valve springs earlier this week too. So, things are shaping up a lot faster than expected this go around. Stay Tuned!!!

 

On my first build I had the usual T3/T40E 57trim w/ 63A/R and I loved the turbo response on my stock B16A3. Well, I thought I'd go a little off the beaten path and decided to pick up a Journal Bearing Precision Billet 5857 w/ a .60 race housing & .82A/R hotside for my 2nd build. From what I understand this turbo is capable of 600hp and I've been trying to find results for it with little success. Hopefully the turbo w/ the .82A/R won't spool too terribly late but I'm hoping the ITR cams will help a little. Thoughts? I would especially like to hear any insight from the Shodan and others that have quite a bit of experience (obviously).

 

My only comment is the fact that this turbo is rated at the crank not the wheels. If you're trying to go for that power level, this is a slight undersized application, so considering you already purchased it, look for much better midrange maker on the B16 than all out power; honestly, much more important than some 600hp match-wick hp any day of the week.

Also make sure that you're using either Precision or ATP's 2.75" v-band and not the 3" one. IIRC that should be the right application, but someone please feel free to correct me.

 

Shodan!!! I'm so glad you found this thread! Your insight in the past has helped immensely on my first build and hopefully this one will be even better... :D I'm actually "only" looking for 450-500whp max once the engine is built. My immediate concern is reaching/getting close to 300whp on 91oct (highest available) on a stock block JDM GS-R w/ ITR cams. Question: What exactly do you mean by 2.75" instead of 3" v-band? I measured the exhaust opening and it was exactly 3" from outer edge to outer edge. ???? Sorry for the ignorance... :/

 

Even still, look towards the 450-480whp range on 93 octane gas at the most. The rest will be race gas up to perhaps over 500whp (won't happen on pump, regardless). Otherwise, 300whp is no problem at all.


Well, even though the measurement is 3" v-band, in actuality the 2.75" is the one that actually fits. Everyone who has ordered the 3" one from another source was not able to fit it on this turbine housing. From what I understand, the OD was used as a standard, but it is not precise. I'm sure a few other V-band Precision users will chime in on this issue.