Hi guys. I just got done with the owner of: http://www.crvtec.com 's car. And here is his graph. It is my Package 3 with Turbo option. Boosting ONLY 12 PSI...with the Hondata Tuning Software.


We settled on 12 PSI, because after driving the 92-95 Civic on the street, I found it very hard to get traction in even 3rd gear with only 12 LBS.

Thanks to DOUG at Hondata...tha guy is a genius. hands down.
Some quick facts about the motor.
9.2:1 Compression, custom JE pistons, Portflow Head.
T3/4 turbo
GSR cams
12 PSI
Fully built package 3.

And that raps up 2 weeks on intense work, and some late nites. I am going to get some sleep.

Now for the next turbo project...fully built turbo JUN cams motor..B16A style.

Jeff

 

::drool::

Great numbers man! What's the spec on that turbo besides it being a T4/T3? Standalone must be nice..

 

Good work Jeff..

 

im jealous

 

rock the 2.0!

 

Holy ****! Those are some kick *** numbers! I've got a 84.5mm GSR motor I'm building for boost....wow, if mine turns out the same way (it should, setup is near identical), then I'm going to be a happy man! Thanks for the motivation to finish my money pit!

 

So, I looked over the http://www.crvtec.com site, I noticed the 85% duty cycle on the data logger, so I go and check the injector size....720cc's are maxed out at 12lbs? Is a B20VTEC really that thirsty?


[Modified by VaporTrail, 10:44 AM 12/22/2001]

 

I visited Mark Bremmer before deciding who was building my NA engine. His B20 makes 389 HP at 8 PSI and that's at altitude too. He also has a special turbo header that Hi-Tech built, so that might have been the difference.

 

nice number there i would imagine at 25 psi whit that same 2.0

 

thats beautiful man
let us know how the b16 goes!
thats my project

 

Damn!

That's great power for only 12 psi. If my math is correct, that's about 21 whp for every pound of boost. Nice.

Jeff, if you can get my LS up to 300 whp with Hondata, I'll be happy.

 

Damn Jeff, you are one hard working guy!

Good #'s!

Tom

 

300 WHP!

On an LS! Counds like something I would like to build.

Sure you can handle that pal?

I can't even get traction in 3rd gear with this thing, on dry ground with good tires.

16" its sick.

You want 300, we make it pal. There are ALOT of good, quality parts on the market now...easier than ever to make the power.

Jeff

 

Wow....Couple Questions about the motor.

#1 Since your only using 12PSI, couldnt this be duplicated on a Stock Sleeve Block with Internals?

#2 Whats the Fuel System comprised of...?

#3 What are the Spec of the Turbo?

I find it incredible if you were maxing out 720cc Injectors...Wow. This goes to show that 2.0L are VERY thirsty. What A\F Ratio did you tune for?

Suprdave

 

Hey Superdave.

The turbo is simple a T3/4. The manifold is a modifed Sparks stainless steel, and the wastegate is a HKS Full race. The turbo is pretty big, as you can see...the diameter of the opening is 4".

I am not sure I want to "try" that amount of boost on a "stock" sleeve, unless it was a B16A, then it "might" be ok.

The fuel system is very simple to be honest with you. And shocking. The stock P28 single cam in tank fuel pump will handle up to 400 HP believe it or not. This is crank HP. If you have a "computer" system on the car, and use a larger injector, the stock fuel pump can handle this amount of power due to the lower PSI needed.

Since the motor well exceeded 400 crank HP, and I figure it to be around 460 or so, I choose an inline MSD fuel pump, mounted inside the engine bay.

The reason the motor makes so much power if several reasons. I will be writing an EXTENSIVE essay on the building of that motor on http://www.crvtec.com for more information.

I studied for months, and designed that motor to what I think was the "best" for the amount of budget I had to work with.

the crank is totally stock. Only balanced...and actually, it needed very little work to make it perfectly balanced.

The displacement is that of a Stock B20. or about 1k under..stock...

And I changed the injectors to RC 550's, with a fuel regulator, I had raised the stock pressure by 10 PSI.

I hope I will be able to do another one of these for somebody in the future. I really enjoyed designing the motor. My mechanic Jerry is perhaps the best mechanic I know of for a Honda. He is just superman. He put it together, and his work is just top notch. That guy is GREAT. I am so lucky to work with him.

Jeff

 

I think he was actually curious as to the specs of the turbo...

 

Does the turbo look anything like the one on the far left?



art

 

yes, it looks like the one on the left.

I believe the exact spec would be:

TD04X

The "X" stands for "Killer" in my engine building guide.
haha.

Jeff

 

Thx.. I appreciate your attention to "detail." In other words you dont have any clue what specs the turbo is or is it you just dont want to disclose any info to us?




[Modified by Rob92SC, 2:56 AM 12/23/2001]

 

A couple things going on here possibly (imo):

1) the turbo could be a 60-1, a 60 trim t3t-04e or even a 57 trim t3/t04e. I have seen all of these come with 4" inlets. Judging by the power output, i think it is a 60-1 which while that picture of the turbonetics booth is deceptive by saying all turbos with a 4" inlet is a to4e, is actually a t04b wheel. You can get a 60-1 with a stage 3 exh wheel, stage 5 or even a t4.

2) the turbo could have come from XS engineering who denotes their turbos to4"X" as to be super-duper coolguy and not let anyone know what turbos they use. I personally think its stupid not to share knowledge... but thats another issue

3) its possible jeff doesnt know what the turbo is as one of his techs may have been responsible for selecting the turbo components, not him.

My vote on this turbo? Turbonetics t3/t04b. 60-1 compressor wheel in a .70 a/r housing, ball bearing center section, stage 5 exhaust wheel in a .82 a/r exhaust housing, but then again ive been wayyy off base in the past. Also i dont think the high power is directly attributable to the bore. I still think that the larger bores dont make much more power, rather shift the power curve earlier in the RPM range, which of course is still a good thing. From what i have seen, the larger bore motors will make broader torque cruves sooner, but the 81mm bore motors still make about 8 more peak HP super high in the rpm range.

edit: I think its a bushing center section...

[Modified by FFgeoff, 3:25 PM 12/23/2001]


[Modified by FFgeoff, 5:48 PM 12/23/2001]

 

I dont know jackshit about turbos...

But it seems its using one big *** turbo, it doesnt hit full boost till 6000 RPMs. LAAAAGGGG.

 

Damit FFGeoff, you beat me to it. You took the words right out of my mouth.

art

 

When I go out to purchase the turbo, I just pick up the first one I see thats big

haha. Actually, the turbo model will be revealed later.

Jeff

 

Jeff, do you have a rule of thumb as to 372 whp equal to about 460 engine hp at the crank?


[Modified by earl, 11:19 AM 12/23/2001]

 

A common rule of thumb is a 15-20% loss from crank to wheel. If we take 20%, then 372whp / 0.80 = 465 ...

Very impressive! I'm looking forward to reading the full writeup!
I have 2 questions too:
1) why did you switch from 720cc injectors to 550cc? did you have idle or off-boost problems?
2) was this a b20 with stock sleeves or did you resleeve it? what size pistons are you using? 84.5mm?

-Xerxes