turbo b16b


Ramvtec said:
As JDP is saying the squish and higher compression of the b16b engine will be more prone to det which is not what you want when it comes to boosting, the cam duartion etc is not ideal and not need for the turbo engine also, they would be wasted! if you look for a gsr jap spec so its a b18c4 but without the crap manifold that would do the job! not to expensive etiher.
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their not crap manifolds ;)

they also the same p72 head mate so same mani as the b18c4.

I would rate a b18c4 to as good as 350-380 on stock internals tbh and the only thing that would stop me from rating higher is the shitty pistons and rods, change them 2 and u see over 400bhp easily and safely.

its all in the map anyways pinking and knock doesnt just happen if the tune is adequate.

Nuno,.
 
Agree with you there about det and mapping, but def dont agree with you about the manifold how can a dual length piece of cr*p manifold of a b18c4 out an mb6 be as free flowing as one out of a sir/type r or any other one tbh they even look completely different lol, they are only put on there for one purpose for driveability torque/fuel eco! at different speed load points!
 
ps the type r heads are hand port and polished in japan, different valves and springs also! cams etc
 
Ramvtec said:
Agree with you there about det and mapping, but def dont agree with you about the manifold how can a dual length piece of cr*p manifold of a b18c4 out an mb6 be as free flowing as one out of a sir/type r or any other one tbh they even look completely different lol, they are only put on there for one purpose for driveability torque/fuel eco! at different speed load points!
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sir's or sir g tegs dont run the same heads as type r's mate

they run p72's same as a b18c4. with the same intake.

yes you are correct about the mid range torque/economy.

i say this because with the dual valves removed they flow just as well as a type r manifold, i tested a blox intake and the stock c4 one without the dual valve mid section and they made very minimal power difference and AFR changes to the car at 11psi, in fact the c4 mani was flowing better air at higher rpm's! lol

will look for the AEM logs if u wana see mate.

Just speaking from experience.

Nuno.
 
Ramvtec said:
ps the type r heads are hand port and polished in japan, different valves and springs also! cams etc
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why we talking bout type r heads?

i simply commented saying that a sir teg comes with the same intake as a b18c4 because they use the same head.

Nuno
 
No worries man, but the jdm sir manifold is not the dual length one like in the mb6! heads are yes, not to sure about cams, ya typer head is a pr3 if i remember correctly, talking from experience, but surprised about your flow testing as i did a whole project in university on the difference between the type r head and the b16 head, flow tested the heads, made moulds and drew the ports up in CAD and the used fluent a CFD tool to correspond with my flow bench data, all at different valve positions, some of the results are on here some where lol, ya logs would be very interesting, i love this stuff, I would as a calibration engineer for jaguar landrover so everyday at the moment i am mapping/caling a new prototype engine runnig 3.2 bar boost ;) (diesel) diesel is my job gas is my hobbie lol
 
your job is epic!!

my head was far far from stock so comparing cams and airflow etc is no good with my experience like.

but im sticking my guns on the fact sir's have the same intakes.

ive had 3 b18c4's and 2 b18c's from SIR tegs and the intake manifolds are the same. i think JDM fuel rails fit differently (unless im totally confusing with something else) but the runners are there in both b18c4's and b18c(non type r)

nuno
 
Ya I love my job lol spent all day today down in the dyno cell running low speed low load test sweeping vct on both intake and exhaust to try and raise egt and study the affect on emissions with internal egr :) , dunno then dude cause iv bought some here in the uk an bck home in Ireland an. The sir/gsr b18 has not got the stupid dual intake that's why I bought it hmmm maybe so
Wine changed it on them and never said I must check it out for real lol!
 
Ramvtec said:
Ya I love my job lol spent all day today down in the dyno cell running low speed low load test sweeping vct on both intake and exhaust to try and raise egt and study the affect on emissions with internal egr :) , dunno then dude cause iv bought some here in the uk an bck home in Ireland an. The sir/gsr b18 has not got the stupid dual intake that's why I bought it hmmm maybe so
Wine changed it on them and never said I must check it out for real lol!
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haha, ye man they all have them, weve owned 2 sir tegs now, works well on stock engine to have the runners open up at same time as the tec cross over.

14.5sec quarters on them with stock exhaust and intake manfiold!! :)):))

i love my poverty spec b18's LOL
 
Haha sweet nice long intakes, plenty of torque ;) you have a shop then?
 
Ramvtec said:
Haha sweet nice long intakes, plenty of torque ;) you have a shop then?
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used to mate, shtf at home bout 2 years back and had to close, but looking to open up again soon in summer once get a few new cars done to showcase at japshow or trax if we cant get work done quick enough.

Nuno.
 
Just to let all you guys know the car is totally finished now. Got it mapped by henry and made good power.(284whp) cheers for the help guys. Much appreciated.:nice:
 
Murray the spec is as follows, b18c4 engine,totaly standard until it gies banglol skunk2 intake,72mm throttle body,550cc injectors,twisted manifold,t3/4 turbo,3" downpipe,custom screamer,spec 3 cat back,decat,p28 ecu
 
JDP said:
Im running a bog stock b18c4, 10psi on a .60 trim T4 Garret, mapped on crome and its knocking on the door of 340bhp and has been trouble free for the last 8 months!!!
You do not need to forge the bottom end for 300bhp!!!! If its tuned right it will be fine ;)
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You serious? I've a b18c4 completely stock don't know how far to push it? I'm running a s300 hondata with t28 turbo
 
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