Lude Generation

Just laying out the plans here for my turbo conversion on the JDM H22A engine...

I'm only planning 275bhp @ 7psi to retain stock internals....full engine overhaul & rebuild to standard spec was done less than 5 thousand miles ago and I know she's pukka at over 100,000miles on her

all the other work will be done, fuel, cooling, oil etc..to suit the turbo install

Here's the question:

Keeping to 275bhp @ 7psi, there shouldn't be ANY internals modifications required, right?

well, apart from....

1)oil supply to turbo
2)oil feed to the sump for turbo-oil return
3)new head gasket (standard thickness????)

I want to keep it this way to keep spend to a minimum, plus if I ever break the car, the turbo kit will be easily fitted to someone else's ride

With a fresly overhauled and dyno proven engine there should be no real reason to pull it apart, except for a fresh headgasket.

Or am i missing something obvious??

nope sounds like you have it all covered

I thought 7psi was too much for the ringlands??

Thebusofwoe wrote:I thought 7psi was too much for the ringlands??

Debatable.
Some yanks run 12psi and are fine. Some blow at 5psi.

Depends on the condition of the motor, how its driven and most importantly the tune.

But Cutz you pretty much have your bases covered. I wouldnt be suprised if you get more power at 7psi on the Turbo.

Im about to bite the bullet and run 9psi on my supercharger. ;violin

Ah ok then. Still learning about boosting the H22, Although its something I wont do I don't think

RattyMcClelland wrote:

Thebusofwoe wrote:I thought 7psi was too much for the ringlands??

Debatable.
Some yanks run 12psi and are fine. Some blow at 5psi.

Depends on the condition of the motor, how its driven and most importantly the tune.

But Cutz you pretty much have your bases covered. I wouldnt be suprised if you get more power at 7psi on the Turbo.

Im about to bite the bullet and run 9psi on my supercharger. ;violin

nice nice I

7psi seems to be a safe number so I'll aim for that as I want daily reliability....plus keeping the number low keeps more money in my pocket

I've already got an Apexi ECU, AEM wideband, thermostat-driven oil cooler, oil temp & pressure gauges, 2.5" full solid-fab exhaust & decat.
just need to get my hands on...

AEM fuel pressure regulator & fuel rail
Walbro fuel pump
Turbo downpipe
OBX turbo ramhorn manifold
turbo with internal wastegate (obviously)
Intercooler kit (civic kits out of the box should be me just fine since i'm aiming for 275bhp max)

dump valve (oh you know it)

Thebusofwoe wrote:Ah ok then. Still learning about boosting the H22, Although its something I wont do I don't think

there's no reason you can't boost a H22...you just have to ensure it's up to the job.

and aiming for moderate power is much cheaper than a fully built crazy-ass turbo build.

The one thing you do notice, when you do all the airflow vs. pressure ratio figures (for choosing the turbo) you realise how much air the H22 requires and most turbo's simply cannot provide the airflow required.

So the only real choice is to go the Hybrid turbo route, not too much of a problem as it'll mean we optimize the turbo for a H22 application...should be able to get all the air in i need, get the right boost and without any of that pesky lag

Sweet man, sounds cool Im an N/A guy, ONLY to keep it cheap (and the missus happy) But we are seeing a few new turbo builds now I think so good job. Make sure to keep us updated

Getting the right turbo for a standard application seems to be the biggest issue.... you really have to do the maths before choosing one.

No standard turbo compressor maps line up with what I need which is why hybrid is the only way, but I'll be getting the turbo for less than £500 from Kinugawa and they do lots of upgrade options and sizes so it should be too much of an issue to spec it up right

Keep us posted, this is interesting