Si engine swap for turbo?

[Elixirs]

Hey guys, I plan on gettin a 99-00 civic si (hopefully) and i'm trying to figure out the routes available to me. personally, I want to TURBO get a loud blow off valve n good intake/exhaust n itll sound bad ass and be fast too..

anyway, despite what i wrote above, its not all about the looks/sounds/speed
I need something reliable. and I need an engine able to withstand the turbo and deliver high performance.. 260+whp i'd like to put out 280-300 with other aftermarket mods in addition to the turbo but not if will comprimise the reliability of the motor

ive been reading other posts cuase I did a search to see if i can get my question answered, and it is somewhat but not enough

so my question to you is :

What engine model/type would be the best bet for a swap to turbo charge? i've seen some people talkin about the b18b or b18c1 but I don't know positive specs on either .. i know there must be more options, so if someone could explain the ones above and others id greatly appreciate it

thanks in advance

[loon]

why get a si when you are gonna swap the engine? just get a dx or something swap in the b series and boost, taht will save you some money. peetex, should have some good info hes got a boosted civic and its pretty nice.

[Elixirs]

it may be cheaper to get an EX or DX or something then swap, put on vtec then boost. any info on the engines, boost which b series? b18c1 or b18b(what # goes here?)

or would it just be a better idea to boost the b16 in the SI?

[loon]

http://www.superhonda.com/forum/foru...0&daysprune=-1
that should help you with some stuff if you can find it.
the b series go good with boost and so do d's just pm peteex and he should be able to answer your questions or just look around at the link provided

[Elixirs]

thanks for info and link loon.

/add reputation

[loon]

Originally Posted by Elixirs

thanks for info and link loon.

/add reputation

thanks, but it didnt help once you break one hundred post counts then your rep will add to others hahaha but thats cool, i hope you found everything you needed.

[inline4jb]

Engine:
There are many decisions that need to be made when adding a turbocharger to an engine that was not designed for one. These options include whether or not to go with a stock motor or a motor rebuilt with aftermarket parts. Whether to run the non-VTEC LS, VTEC, or LS-VTEC motor is another, often controversial, decision that needs to be made. Realize that an entire guide can be written on this topic, as such, no attempt was made to make this section exhaustive. This section will present the advantages and disadvantages of the most popular motors and whether or not to rebuild them with aftermarket parts or leave them stock.

B18A/B

The B18A/B is an excellent engine to turbocharge especially since it is the engine most 90-93 Integras come with. The long stroke enables the B18A/B, AKA LS motor (although they were available in the RS, LS, and GS trim models), to put down impressive torque numbers, specifically top end torque. The stock compression ratio, at 9.2:1, is also ideal for boost. All things being equal, at a given horsepower, the LS motor will put down more torque than a VTEC counterpart, however the LS motor will require more boost to get to that given horsepower. The horsepower to torque differential, on average, is 10% in the LS motor (stock stroke and displacement) and 20% in the VTEC equipped counterpart. This motor is particularly reliable as well. Stock LS motors have been boosted to 300hp with proper fuel / engine management. Boosting at these levels requires precise tuning as the slightest bit of detonation can lead to terminal engine failure. Built LS motors have seen 500+ horsepower.


B17

The B17, which came in the 92-93 GSR, is a VTEC motor which has some characteristics that need to be addressed when turbocharging. The 9.7:1 compression ratio must be kept in mind when tuning the car. With the higher compression ratio less boost will be required to reach a horsepower goal than it would with a lower compression engine. Also, due to the VTEC system, cam timing on the B17 raises some issues that need attention. The valve overlap, intake and exhaust valves open at the same time, can lead to exhaust gas reversion issues. Reversion occurs during valve overlap and exhaust gasses are drawn back into the cylinder. Obviously this is not a good thing when you are forcing an already hot, pressurized intake charge into the cylinder. It can lead to detonation and generally poor performance. Fortunately with the use of adjustable cam gears the overlap can be tuned out. B17, and all other VTEC motors, will put out more horsepower with less boost than a non-VTEC motor, about 14% on average. Stock B17s have seen 300hp while built motors have seen 500+ horsepower.


B16

The B16 is a very common swap into 90-93 Integras. As with the B17, the motor has some characteristics that need to be addressed when turbocharging. The 10.1:1 or 10.4:1 compression ratio must be kept in mind when tuning the car. With the higher compression ratio, less boost will be required to reach a horsepower goal than it would with a lower compression engine. Also, due to the VTEC system, cam timing on the B16 raises some issues that need attention. The valve overlap, intake and exhaust valves open at the same time, can lead to exhaust gasses reversion issues. Reversion occurs during valve overlap and exhaust gasses are drawn back into the cylinder. Obviously this is not a good thing when you are forcing an already hot, pressurized intake charge into the cylinder. It can lead to detonation and generally poor performance. Fortunately with the use of adjustable cam gears the overlap can be tuned out. B16, and all other VTEC motors, will put out more horsepower with less boost than a non-VTEC motor, about 14% on average. Stock B16s have seen 300hp while built motors have seen 500+ horsepower.


B18C

The B18C is not a very common swap into the 90-93 Integra. However the larger displacement over the B16 does have advantages. As with the other VTEC motors, the B18C has some characteristics that need to be addressed when turbocharging. The 10.1:1 compression ratio must be kept in mind when tuning the car. With the higher compression ratio, less boost will be required to reach a horsepower goal than it would with a lower compression engine. Also, due to the VTEC system, cam timing on the B18C raises some issues that need attention. The valve overlap, intake and exhaust valves open at the same time, can lead to exhaust gasses reversion issues. Reversion occurs during valve overlap and exhaust gasses are drawn back into the cylinder. Obviously this is not a good thing when you are forcing an already hot, pressurized intake charge into the cylinder. It can lead to detonation and generally poor performance. Fortunately with the use of adjustable cam gears the overlap can be tuned out. B18C, and all other VTEC motors, will put out more horsepower with less boost than a non-VTEC motor, about 14% on average. Stock B18Cs have seen 300hp while built motors have seen 500+ horsepower.


B20

The B20 motor is a direct replacement for the B18A/B. The only advantage of the B20 over the LS motor is the extra two tenths of a liter displacement. This extra displacement comes at a price however. In order to achieve 2.0 liters of displacement the cylinder sleeves are manufactured at 84mm instead of the 81mm on other B series sleeves. The design of these sleeves varies slightly from other Honda sleeves which accounts for their cracking more easily. A simpler way to achieve the 2.0 liters of displacement is to resleeve a LS motor and bore it to 84mm. Also consider that the B20 is much harder to find, which can make them considerably more expensive than a LS motor. B20 compression ratios are 8.8:1, 9.2:1, or 9.6:1 depending on year.


LS/VTEC

A turbocharged LS/VTEC is a very potent motor. However it is also the hardest to build so that it runs reliably. The LS/VTEC gives the best that the LS and VTEC motors have to offer, the high horsepower from the VTEC and the high torque of the LS. By using the LS block and a B16 head (with a stock bottom end) a compression ratio close to 9.0:1 is attained. If rebuilding the motor, the block can be resleeved with aftermarket sleeves and bored to 84mm resulting in 2.0 liters of displacement. A reliable LS/VTEC motor is very difficult to build, as such it should only be attempted by an engine builder experienced with building LS/VTEC motors. Since building a good LS/VTEC motor is such an art, engine builders charge a premium for their services. Also keep in mind that the bottom end of a LS motor was not designed to rev up to the level where the VTEC motors are meant to shine.

http://www.beesandgoats.com/boostfaq/g2icturbo.html

[Elixirs]

OK wow that answers a lot.. thanks for finding it.

also looks like i'd be getting a civic EX or DX then rather then the SI

i'll get a b18a/b engine, resleeve it and bore it to 2.0 litres, vtec and turbo with building the engine slowly up with aftermarket parts.

or ill get an SI and rsleeve / bore it to 84mm n boost it (which would give me 1.8 or 2.0L from it?) which id also upgrade with aftermarket parts

my friends dad from work is a mechanic, and my friend is sponsered and gets shit for cheaper then usual so it helps a lot heh..

thanks -- also, do you think this is a good idea? heh

[loon]

Originally Posted by Elixirs

OK wow that answers a lot.. thanks for finding it.

also looks like i'd be getting a civic EX or DX then rather then the SI

i'll get a b18a/b engine, resleeve it and bore it to 2.0 litres, vtec and turbo with building the engine slowly up with aftermarket parts.

or ill get an SI and rsleeve / bore it to 84mm n boost it (which would give me 1.8 or 2.0L from it?) which id also upgrade with aftermarket parts

my friends dad from work is a mechanic, and my friend is sponsered and gets shit for cheaper then usual so it helps a lot heh..

thanks -- also, do you think this is a good idea? heh

good idea but its alot of money

edit: just get a teg, you wont have to swap or anything and all you have to do is build and boost

[Elixirs]

Touche loon... touche... but in all honesty, I have to convince my elders (urg) which it looks more like i'm gettin a civic. they want me to get a brand new car for the warrenty and they wanted me to get a forenza but they dont understand the reason the forenza has so many warrenties is bc its sucha shitty car

now, i'll be searchin 2001 LS or 95 GSRs, any other good years for the GSR?

[gurusan]

How much power do you want?

I bet if you drove a 250 whp civic you'd be plenty happy.

I have a b16 and i plan on reaching 260+whp from a turbo kit. It's plenty of power for my needs

[Elixirs]

yeah I'd be happy to hit 260 too but doesnt compression rates of the engines play a large role? the LS Vtec has 9.0 and the b16 has 10+ would it make a big diff?

[loon]

thats the same with my parents, they made me get a new car had to be pretty damn new thats how i ended up with the si but i have to pay for it. see but tell them it is your first car and you dont want to put a bunch of miles on a new car while you are still in school and that you dont want to get it stole and if you have told them about modding and stuff you can forget about the warrenties mods= no more warrenties, but then while you are waiting for the warrenty to wear you can research what you want to do and save up for what you want

edit: new or old will be good
pros for new: warrenty, good condition, less maintenience
cons for new: no modding
pros for old: can mod, smash trash cans
cons for old: high maintenience*depends on condition*
theres to many pros and cons you just have to go with what you want

[inline4jb]

Originally Posted by Elixirs

OK wow that answers a lot.. thanks for finding it.

also looks like i'd be getting a civic EX or DX then rather then the SI

i'll get a b18a/b engine, resleeve it and bore it to 2.0 litres, vtec and turbo with building the engine slowly up with aftermarket parts.

or ill get an SI and rsleeve / bore it to 84mm n boost it (which would give me 1.8 or 2.0L from it?) which id also upgrade with aftermarket parts

my friends dad from work is a mechanic, and my friend is sponsered and gets shit for cheaper then usual so it helps a lot heh..

thanks -- also, do you think this is a good idea? heh

no problem.. good luck with your project. research is key

[Elixirs]

yeah I'd be happy to hit 260 too but doesnt compression rates of the engines play a large role? the LS Vtec has 9.0 and the b16 has 10+ would it make a big diff?

could i resleeve and bore a b16 SI engine to 2.0 litres? or 1.8 the max?