Thread: New setup and build....Updated 5/25/12...723whp!!!!!!

Chap,

While our motors are completely different than the hondas, turbos work the same way, it takes exhaust gas volume, pressure, and heat to spool any given turbo.

Biggest things that are gonna affect the spooling of a turbo in this order,

Displacement
Compression
Revs
Cam profiles
Type of fuel

and lastly and the least important of these, head flow.

Its not about how well the head flows thats gonna have the most effect on turbo spooling. Our ve heads flow pretty well and already have larger valves on both ends than a b series built up has. While some may have a lot of port work done that might outflow a ve head thats not gonna be the biggest factor in spooling the turbo.

Most importantly is the volume of exhaust gases. Volume created by displacement not flow. So like I said, if a 1.8 and 1.9L B-series can spool this turbo just fine with the larger housing, no reason a 2L motor reguardless of the motor as long as it has the capability to rev high enough to make use of it, cant spool this turbo.

Yes I know there are differences, never was that in question. There is a point where you can go too big. But the b-series guys are running even larger turbos than this one without issues. Just gotta rev that sucker out. lol.

But just for you, ill stop the comparisons. More used it for displacement comparison than anything. I could have said 1.8T motor from a jetta or whatever, b-series was easier because they are the ones most using these turbos besides supras and crap.

Chap I hear what your saying I would get it all the time when I would make the same comparisons.. I myself ( spending most of my time at the drag strip )
make the reference to Hondas alot too like Ashton but only because there the ones with similar motors pushing the limits so its our only 4 cylinder car to
compare to besides maybe evos... The Honda guys set the benchmark.

Now if we can get a sick wide oem look fender setup to cover the big slicks we would be all set..

Well Exospeed is supposed to be in the works on a Sunny 4 fog type wide front for the b13's but they havent come up with anything yet and time is running out until I assemble the car for the Convention. Gonna suck if its not done by then. I was really looking forward to it.

The 4G63 in the evo is a good comparison to our motor as they seem to spool the turbo very similarly to our motors. They have had no problems spooling 6768's up very quickly, i dont think anyone with an evo is running this turbo so no comparison to go off of. Plus the evo guys dont like to rev much more than about 9k either but they spool the smaller 67mm turbos up pretty quick so they still get a pretty fat powerband from them. Plenty of 9 second street evos on 6765's and 6768's.

Again I could have just went with the 6768 and it would have made the power i was looking for with a slightly lower powerband probably from 6-9k, however i purposely wanted to move the powerband up for a couple reasons, One being gearing, I wanted to make my gearing as long as possible and to do that without changing FD or gear ratios is to rev the motor out more and move the powerband. As it sits right now, on a 24.5 slick, 10k in 4th should net me about 160-165mph which works out perfectly.

There is a plan behind all the madness. I know its different than what most SR guys are used to but if all goes well, you will see and know exactly why I went this route.

check out dkgoodrich tuning ashton...you two would get along great.

i had a buddy with a dkgoodrich tuned hatchback and it got down on some boost by gear.... sweet turbo. i believe evans tuning was runnin something similar iirc

Sweet best of luck ashton and keep us posted.. EvansTuning does tunes my buddies EVO in NJ and it moves out pretty good.

Well after getting some more info ive decided I am going to keep the compression 9:1.

On a second note:

Im really debating on doing some minor headwork. My biggest fear especially with revving as high as I plan to, is losing a valve head. Im really debating on switching out the valves to some Supertech +1,+1 valves. Swirl polished intake valves and Inconel exhaust valves to go along with my Supertech S&R's and Supertech valve stem seals. Id like to have the same work done to my head as Mike Kojima had done to his head minus valve seat replacement being my head is undamaged. I would have the work done by Portflow in Cali, same place Mike Kojima used for his valve job. If you want to read more about it click the link I provided. Picked up decent flow all around and seems to be relatively low cost to do and they seem to do the work quick which is good.

Low Cost Effective Headwork!

Anyone want to give any input on this. If you dont know Mike Kojima lost the head of an exhaust valve on his motor possibly due to piston to valve contact from running the cams degreed soo tight but this isnt the first case ive heard of valves snapping heads off. Not sure if the stock valves will handle constant abuse of 10k revs or not or if im willing to risk it. My piston to valve clearance should be plenty as I plan to run the N1 cams straight up so that helps.

So kind of up in the air what to do, leave the head stock with just port matching and port cleanup done by myself or actually put some money into the head.

you shouldn't have any issues with piston to valve clearance, i would also get a different cam than the N1's seeing how they are not really that good for turbo, 20v's or sr16's is a better choice than n1's

Who has tested n1's with turbo. with a larger turbo and keeping backpressure down they should do pretty well and make great power all the way up top. Ive ran the cam specs by several people so far and all agree the cams should perform very well for the powerband I want and revs.

Id atleast test the sr16 and 20v vs the n1. With the kind of money invested it would be almost silly not to test the three cams available... possibly even the kelford turbo grind..