I’ve got a 92 RS and it’s got 290,000km’s on it and it burns oil a fair bit. I was leaning towards an engine swap or rebuild in the summer of 2008. I’d like to reach the 400-450whp range on boost with a lesser boost setting for daily driving but wanted to know what the hp/trq numbers are on a JDM B18C5 and how well do they handle large boost numbers? I’m also very open to idea’s as to affordability and reliability with regards to other motor’s and possibly building a motor but I’m kinda leaning towards an internally stock motor if it’s possible (hence why I had a b18c5 in mind rather then just rebuilding my current motor.) to pull this off without having to go to all the trouble of finding all the right parts and making sure to build it right. I don’t really have a set budget for this yet but I’d like to hear from some of you how much money I’d be expecting to spend for a motor. I’d also like to add that I don’t plan to boost right away. I’d like to get the motor swap or build done first then worry about the turbo after.
Itr
I would say since its an ITR motor and its Vtec that boost would not be good because the compression ratio would be too high,you could do it if you put low comp ratio pistons in it and maybe a sleeved block and h beam rods depending on how much boost you wanted to run…
well to answer some of your questions, a front wheel drive car having 450ish horse will not be daily drivable, you could not possibly reach 400+ horse on a stock block, no boosting an itr is not particularly good idea, and to build a reliable 450whp honda plan on having about 7 grand for the budget
:bang:
its a great motor just need to drop compression, i know a guy in georgia that has been using an itr for boost reliably for a long time. and ive known alot of guys daily driving 500 whp fwd hondas its not that bad just stay out of boost in the rain and be smart about your driving.
Just to clear up a few misconceptions in this thread for future viewers.
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There is no such thing as a JDM B18C5. The B18C found in Japanese model Integra Type Rs was a different engine than a US spec Integra Type R, and also came in several variations found in not only the Type Rs but other models as well. A B18C5 is most closely related to a 96 spec B18C.
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Just because someone has done it, doesn’t mean you should too. Boosting an ITR engine isn’t smart for several reasons:
- A B18C spec.R or B18C5 is basically a standard B18C engine with a mild NA "build" for road racing and endurance type events that required stock engines, or for those weekend racers who wanted an upgraded chassis and better engine package without having to build their own. Higher compression, upgraded valvetrain, mild port, better exhaust and intake manifolds, etc. In order to turbocharge it, you would be doing it to an engine that was engineered to do something else.
- As was stated, it was engineered to be a reliable but powerful [B]NATURALLY ASPIRATED[/B] engine... which means that turbocharging it to the extent of 400-450 whp would require (or at least recommend) changing out OE parts like pistons and camshafts. This would mean taking out the guts of what makes a Type R engine a Type R engine and not a run of the mill B18C with PR3 head.
The point being, if you’re going to turbocharge an engine, it’s smarter to buy a B18C1 or B18C/B16A setup and build that instead of wasting extra money on parts you’re going to be changing out.
450 whp is a lot of power to be pushing through a drivetrain daily. I have a friend with 478 whp who couldn’t daily drive his car anymore due to maintenance and other sensibility/drivability issues.
If you plan on doing it on a stock block, plan on saving twice whatever the total build amount is, so that when it blows up you’ll have the money to build it right the second time. Or, you could set a more realistic daily driver goal and with it gain a ton of reliability.
(waits for all the e-tuners to come in and say that their friend’s friend’s baby cousin’s dog’s babysitter’s boyfriend drives his 8 second 700 whp ITR turbo Civic and I don’t know what I’m talking about)
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Ehh yeah. you’re not gonna come anywhere close to your power goals on a stock motor, not a motor that will last for a long time atleast. I generally stop tuning motors and upping the boost when the motor is making around the 300-350whp/250+wtq range. At that point, stock rings are not very happy. If you want that much power, you’re definantl going to want pistons and rods at the very least. And ppl are right, 450whp in a honda is not so ncie on the tires. Trust me, I know this. It is definantly daily driveable when it’s built for it, but that doesn’t mean you’r going to hookup for shit. You can boost the motor stock, but with the high compression ratio I would pay VERY CLOSE attention to the tune. Higher compression will make more power and help with spool time, but it also brings you very close to the margin of detonation if you don’t know what you are doing.
yea that horsepower range if you get a b18c1 c5 a/b b16 b17 f22 h22 anything really, if you want to daily it and have it be reliable youre gonna have to build it. i would personally go with a b18c1 with a b16 head and the gsr cams. new pistons new rods either resleeve or block guard and an upgraded intake mani just name a few things. itll really end up being a full build because reliability in a turbo honda costs money.