yea...im still deciding on a motor...i wanna boost...so whats the better motor..? i dont intend on going turbo for a while...say maybe a 2 years or so..give myself a chance to start buildin the motor...so yea...which and why?

 

b18c

 

I think i would try and find a JDM b18c "gsr" engine with an LSD tranny or buy a USDM gsr engine and put an LSD in it.

 

b18c lower compression is better for turbo

 

im gonna change internals anyways...do they both have the same R/S ratio?

ok...say i change the c5 pistons to 9.0 C/R then which?

 

B18C1

 

C1? how come the C1 and not the C?

 

and what about the intake manifold...would i get jacked if i changed the dual runner? because then it would not pass visual inspection and blah blah blah...are there any intake manifolds with carb numbers?

 

You should check and see if the SKUNK2 manifold is Carb legal I hear they are pushing for it ... best thing to do is to get a stock GSR motor put it in... with no mods.. then after you get the REF sticker get as crazy as you want..good luck.. if you are so worried about smog parts I say stick to a US engine to make it easier for you

 

 

The b18C and B18C5 have the same compression.

You do not have to lower compression on a C5 or a C to run a turbo. It just takes more tuning (You have less margin for error). High compression boosted cars when tuned are sick.

If you are going to replace the iternals then save the money and get a C1 and turbo it. IF you don;t want to break down the motor then the only diff between the C (SIR-G) and the C5 (US market ITR motor) is gearing. I won't say LSD because you can find a SIR-G motor with a LSD tranny.

 

Compression wise (In terms of boosting). Not design wise. I should've been a little clearer. I wasn't speaking in terms of power or engine design. Mainly compression and transmission.


[Modified by Apex i ITR, 6:42 AM 1/22/2003]

 

You can boost the c5, but as others have said, there will be less margin for error when tuning. However I can't see spending the extra money to buy a c5 which is already tweaked and ported for NA just to go FI. You would be better off goin with the c1 and using the money saved to build the block. Also, the c1 cams would work better with turbo than the itr cams.

 

out of those 2....the B18c is.....

but the 2 best b-series engines to boost are the B18B, and the B20

 

If your going to replace internals all you need is a B18 block? Maybe a C5 head?

 

I bought another ITR motor after my timing belt sanapped on my Japanese one. I was going to go NA again but I look @ it like this. If tuned right a high compression turbo motor is great for every day driving, the LSD is one less part you need ot buy, and if your boost isn't to high the gearing would a killer. Very hard to be beat combo. We'll seee this coming summer.

 

them c5's put some good #'s on the board turbo but ill go c1 because of price

 

I would love to see a C5 Turbo in a hatch. My room mate has a Turbo ITR with a Drag III kit...Oh man, talk about power. The thing with high compression turbo= throttle response. And it is nice. I can speak from experience. If you have the money, go for the C5. You get the tranny as well, which is wonderful.

His is only butt tuned on a VAFC and has ZERO problems in 3 years. Compression is still I think...205 accross all 4. Very good setup if you ask me. One Turbo ITR owner I met, put down 320 to the wheels with 12 pounds and stock internals and like 300 torque, if not more. Just don't run higher then 7 pounds on the street and you'll be fine. My room mate's goal is 450 whp after a built engine and 18 pounds in the summer.

I say C5

 

Why?

 

i say drive what you got now, and get a bseries block and send it out to get it resleeve/bored to 2.0 and then build from there.

 

b20 is not the best engine to boost, any b series resleeved is a great engine to boost, preferably 1.8 liter and up...would b reallly reallly nice

 

the low CR on both. i would rather build a LS or maybe even a B16 for bosst rather than one of these. but my answer would have to be the B18c.

 

I love that intake manifold.

 

B18B:
bore and stroke of 81x89mm, which gives you 1834cc
compression ratio 9.2:1 USDM, 9.4:1 JDM

biggest reason is the compression ratio. the lower the compression, the more room you have to increase your PSI (assuming that you replace the internals)

the LS's low end power helps spool the turbo faster then the GSR

one of the only problems with the b18b boosted would be the rods. they tend to be weaker then the gsr's.

and like the old saying says "Their is no replacement for displacement"

 

b18c bored to 84mm.