I'm boosting my stock C4 (your A1).

I'm kinda unsure which route to take, either way, I'll be giving the ports some attention- clean casting marks, deshroud and polish exhausts. Will be running 3" downpipe and straight pipe out the front bumper. This can go to 4" if it needs. Had planned stock IM, but can go Victor X (or similar) if needs must.
Aim 350whp or so.

But, do I up-rate the springs and retainers, allowing higher revving and allowing a bigger turbo.
OR leave them stock and go with a slightly smaller turbo. Having spent ages reading the FAQ's etc, I'm pretty sure I can also get away with a lower end mani, log style this way.

I'm not too clued up on speccing turbos. In fact my brain hurts from hours worth of researching, but I think this spec, coupled with a log should be fairly fast spool, but still pull to the redline. Garrett t3/t4 turbo with 57 trim compressor. T3 .63A/R turbine housing with 2.5" 4 bolt exit.

Thoughts?

Thanks!

 

Gsr or ls motor?

If its ls get a vtec head

 

Err, its VTEC, so ls I guess? The UK codes are totally different!

 

Its a GSR motor

B18C4[edit]
VTEC
Displacement: 1,797 cc (109.7 cu in)
IAB open @ 4300 rpm
VTEC engagement@ 5700 rpm
Compression: 10.0:1
Power: 169 hp (126 kW) @ 7600 rpm & 128 lb·ft (174 N·m) @ 6200 rpm
Limit: 8,100 rpm

Google wins again

As far as building the head that depends more on your cam selection, I would run the stock cams and leave the head alone at your desired power level.

57 trims are good turbos, especially for the power your looking to make, there is some "new" stuff out on the market 57 trims are kinda based on old tech

 

You should be good mostly stock if 350 is all you want. The vtec heads should be good up to around 400, but that may be pushing it. Rod bolts are your friend.

 

stock head with GSR cams can do WAYY more then 400 HP

 

Well, I never said that the cams were the limiting factor.
The springs and retainers on the other hand, I do not know

 

Springs and retainers are fine for OEM cams, when you goto a bigger cam thats when you need them.

 

Good to know
What do you think the gsr and b16 head limits are? (bone stock)

 

New head gasket and a set of head studs with good tune and fuel
Leave it stock and safely make 400-450 with the right fuel and oem reliability

 

it can very depending on different variables, I want to say I have heard of B16 heads making 700 HP on GSR cams, cant find any info on that at the moment. I think that was on E85

Heres a 530 HP setup on pump tho

1999 Honda Civic - 530whp/350tq - Hondata S300 - Dyno Graph

 

Depends on the condition of the parts themselves, doesn't it?
I just freshened my valves/springs/retainers/locks on a PR-3...had some ITR stuff on it and the dual springs tested from 40ish lbs (would have to dig out the paper) down to 32 seat pressure on a very good device. Should have been 50. Most of the locks (keepers) had little ridges of stress on the little groove. I was on really thin ice. Valves were of unknown age, but came with the 94 PR-3 head.
GSR cams.
Nothing let go, but it's ran hard every day, I think it was just divine providence.

Using the A01 K20 retainers, btw...only $2.xx each...and lighter.

 

Stock port head will make 1000whp but on same setup a ported head with proper valve job obviously will Pickup a good amount of hp over stock port/valve job

 

What would that be? Radius cut, etc?

I only got the stock 30/45/60

On the other hand, just read 1000hp...
Guess I'm good.

 

*throws hands in air*

Welp, f the whole 'build the ls head thing' I thought I was going to do. Vtec should save me a good amount of money, unless I can find a built head or built motor for a good price.

 

This is what I was trying to tell you and some other guy like 2 months back on the "cams for ls head thread" but all I got was hate.
When I was really trying to help you guys think differently. I just dont get the LS thing, if you truly want to be different then everyone else do a J series or at least H or F build..... LS motors arnet exactly different or particularly special lots of them out there. still better then D series tho lol

A stock vtec head compared to building a LS head, porting, cams ETC, will still make more power untouched, CHEAPER and have a better power band mid range due to the fundamentals of the VTEC system...2 cams in one.

Ive seen / sold VTEC heads already built for about the same price as stock heads go for as it really dosent add to the value, no one wants another mans project, I got my Type R head, Skunk2 springs and retainers with Type R cams, VC, spark plug cover, and dizzy for 1k. I needed a new head anyway, sold my b16 head for 400-500 something like that (it was also built) so didnt cost much for that upgrade, I did it mostly for the cams, but my b16 head had seen better days as well.

Really no reason not to go VTEC

 

Ill be staying stock cams, but was under the impression that if you wanted to rev higher than stock, the springs would need to be replaced to stop valve float?
Will a log style mani be adequate?

 

They a straight swap? You use the B18 locks?

 

if you want to rev higher then stock yes, but you wont be making much power if any when reving that high

 

high boost pressure, big cams, higher revving requires better spring and retainers. high boost pressure puts just as much pressure on the valvetrain as the rods and pistons.

 

To be fair, I was just going to take after lightningteg and do springs/retainers/cams ls head build and have it be a torque monster. No ports

Exercising other options is good though

 

My LSVTEC made 40 ftlbs more torque then the LS did at the same boost level. Just sayin lol. The "Torque monster" LS thing is just because you need to run more boost to make the same power which obviously increases the peak torque.

LS was simple and reliable though. And obviously the head really isnt that restrictive like people love to say. Having 2 cam profiles is where the gains really come from IMO.

 

what was the HP increase?

 

I know, been following the build man :p

Plus, stock ports help low end torque, and boosted94gsr's build was also a motivator for building the ls, but perhaps I'll join the dark side as well

 

0

Different turbo, 450rpm (I believe?) faster spool and much better transient recovery