Joseph Davis
Member
I don't doubt IB's ability to build an engine - hard to go wrong when you use quality parts and recommend quality engine management solutions. As I stated earlier, in a very poor fashion, IB is confusing the results of balanced flow through the engine and proper tuning and the nature of cfm/heat/energy with the tenuous relationship he has noticed between the high hp/low psi and high psi/low hp setups. High hp/low boost setups typically use the good turbo manifolds with properly designed collectors (see mine below) that help promote balanced flow and thus even out AFR in individual cylinders. The "same engine" that produces poorer hp at high boost doesn't, and even if your average AFR via wideband is correct, you have variances in the cfm through each cylinder that results in one cyl going lean and shitting itself.
I prefer to boil it down to a "poorer" flowing head; LS vs VTEC as the case may be. If you ensure the flow through the head is balanced, is the higher pressure differential significant to engine longevity? No.
Anyway, here's my mani/turbo:
You'll notice it's very similar to this manifold, which holds an interesting record of sorts, don't know if it's been broken yet:
It got bolted to this stock GSR engine with a SC34:
Damn if it didn't make 251 whp at 5.1 psi, that's 100 up from a stock GSR whp. 20 hp/psi is pretty nice. Todd who built the manifold decided to do the same for himself, only use an SC61:
I'm very conscious of flow through a turbo system - I cut my teeth on setups like the ones, plural, above. Thanks to radnulb for setting up pgmfi.org, I am very conscious of exactly how ECUs and speed density EFI behaves. I am very certain of my knowledge, and am looking forward to criticism of it.
BTW, I'm not interested in building engines, dohch22a4, because a street Honda doesn't need anything more than a stock engine to hit it's traction limit of 300-350 whp. Any more than that is wheelspin until 100, and you have no place doing over 100 on public roads.
I prefer to boil it down to a "poorer" flowing head; LS vs VTEC as the case may be. If you ensure the flow through the head is balanced, is the higher pressure differential significant to engine longevity? No.
Anyway, here's my mani/turbo:
You'll notice it's very similar to this manifold, which holds an interesting record of sorts, don't know if it's been broken yet:
It got bolted to this stock GSR engine with a SC34:
Damn if it didn't make 251 whp at 5.1 psi, that's 100 up from a stock GSR whp. 20 hp/psi is pretty nice. Todd who built the manifold decided to do the same for himself, only use an SC61:
I'm very conscious of flow through a turbo system - I cut my teeth on setups like the ones, plural, above. Thanks to radnulb for setting up pgmfi.org, I am very conscious of exactly how ECUs and speed density EFI behaves. I am very certain of my knowledge, and am looking forward to criticism of it.
BTW, I'm not interested in building engines, dohch22a4, because a street Honda doesn't need anything more than a stock engine to hit it's traction limit of 300-350 whp. Any more than that is wheelspin until 100, and you have no place doing over 100 on public roads.