please dont turbo the type r!!!!!! detuning an almost perfect motor is eeeewwwww

 

b18c5's come with high compression(sp) for a reason

 

the 60-1 is a high-flow low boost compressor. The T3 you speak of is just a turbine side. which is DUMB to place a T3 turbine on such a high flowing compressor.

60-1's max efficiency is 72 percent and it only extends up to the 15psi pressure range. up to 20psi it drops to 68 percent. 25psi its down to 65 percent. 30psi its down to 60 percent.

compare this to a T58 compressor or a T61, the efficiency islands extend all the way up to 28-33psi boost for max efficiency.

You really need to know how to read compressor maps to understand what i'm saying. 60-1 is a compressor designed to be run on a low boost V8. Let me say that sure a 60-1 may work and make some HP, but its not the ideal compressor for a B series honda at high boost and 9,000rpm. If you put a T58(TS04) or a 60trim or maybe a T61(HUGE) then you will have less heat at the same boost which will offer higher hp potential.


the turbo i'm running is a 50 trim compressor with a O trim T4 turbine. What people need to understand is that the exhaust side has to breathe/flow as much as the compressor can push through the motor. which is why these T3/T4's are so popular because they pair a T04E high efficiency compressor with a small T3 turbine for quick spool and mid HP numbers. These turbos are limited to a certain HP range as well because of the turbine side. If you put a T4 turbine wheel on a 60-1 holy shit the flow capacity(airflow=HP) of that compressor will give some major hp. but not on a 4 cylinder.

i chose the 50 trim for these reasons:
15-20psi operational range
max 78% efficiency at that boost level for my airflow

 

tell us why turbo'ing a type r motor is detuning.

 

leave the stock cams in there. They have a good amount of overlap which in a race application will yeild HUGE hp gains. Given a properly designed manifold with anti reversion chambers and a turbine size that wont backpressure the motor.


people swap out cams for "low overlap" cams because of crappy manifold design or turbine sizing which leads to exhaust manifold pressure being nearly 2 x's that of intake manifold pressure. This leads the air to go no where but BACK into the combustion chamber. They gain hp from no overlap because they limit reversion. they mask the design flaw by changing cam profiles. If the turbo setup was well thought out in the first place, low overlap cams over stock cams will lose hp. they dont allow scaveging and other blow through properties to exist.

when a correctly designed turbo motor is in overlap, the exhaust manifold pressure is lower than the intake manifold pressure and forces the motor to "clean" itself of unspent exhaust gases. huge gains and Volumetric Efficiency percentages go sky high.

 

I have seen and read most of the cfm on those turbos. I was under the impression that the T3 60-1 would be a good turbo once I take the next step.

 

whats the motor size, boost level you run, max rpm, what you gonna do with the car, and the final hp level you want.

 

Why does everyone say not to boost the c5? It has some of the best parts found in the b series motors. The high CR can definately help in low boost applications. Several other cars, such as the RSX have even higher CR's, but no one says not to boost it. Sure the ITR is a great all motor car. It revs to the sky, has agressive cams, and high compressin ratio. It also has great potential for boost though.

 

you smart cookie.

people laughed at me for raising compression on my SR. i laughed at them at the strip when i passed them running less boost.

 

The 60-1 is the ideal turo for a B series if u get it worked. I have a stage 3 wheel, its ported and clipped 10 degrees, .63 exhaust... works great with a 3in dp and exhaust. I hit full bost at 4300 rpm.

I wouldnt trade my 60-1 for anything.