Engine dilemma.....
- Thread starter DreXeL
- Start date
I'd go for the non-turbo option. I like the idea of screwing all 210 horses out of the engine with every gear change
If you want a turbo car just get another Scoob and do that all over again. Personally I'd concentrate on making a really drivable road car rather than a big BHP car.
If you want a turbo car just get another Scoob and do that all over again. Personally I'd concentrate on making a really drivable road car rather than a big BHP car.
Soldato
- Joined
- 24 Oct 2002
- Posts
- 6,242
- Location
- Portsmouth
N/A because more than 250bhp through FWD is compleatly pointless
Soldato
- Joined
- 2 Mar 2004
- Posts
- 11,918
- Location
- SE England
How about getting what's already there running properly, then thinking about it later? Did the issue get diagnosed in the end?
Soldato
- Joined
- 19 Oct 2002
- Posts
- 18,583
- Location
- Shakespeare’s County
B18 VTEC crank girdle = solid idea.
Engine brace = still not sure about those, particularly sustained high speed work.
Perry seems to get some very impressive power curves rather than peak numbers so thats certainly the better option for a typical road car. How many others are running that type of setup I dont think Ive seen many people have engines from him although Im not as up to speed with whats going on in Honda land as i used to be.
If your happy to go with that setup I dont think you'd regret it and you'd have a very flexible car that you can enjoy. Big turbo power will always get addictive so you're always adding one thing or another.
Engine brace = still not sure about those, particularly sustained high speed work.
Perry seems to get some very impressive power curves rather than peak numbers so thats certainly the better option for a typical road car. How many others are running that type of setup I dont think Ive seen many people have engines from him although Im not as up to speed with whats going on in Honda land as i used to be.
If your happy to go with that setup I dont think you'd regret it and you'd have a very flexible car that you can enjoy. Big turbo power will always get addictive so you're always adding one thing or another.
Very good point. I'd definitely consider that one DreX - fewer reliability concerns than a turbocharged engine, and more power and torque than most of the N/A tuning options.
Soldato
- Joined
- 19 Oct 2002
- Posts
- 18,583
- Location
- Shakespeare’s County
Jackson with no intercooler isnt really that great for sustained use, you'll soon heatsoak the whole thing and have to rely on some serious ignition retard once the IAT's start rising to stave off any det.
Decent enough suggestion though, and with the LHT manifolds seem to prove themselves. Effective capacity of 3 litres in a Teg would work well.
I think the new Jackson kits are using Rotrex chargers rather than Eaton units which is a far better move.
Decent enough suggestion though, and with the LHT manifolds seem to prove themselves. Effective capacity of 3 litres in a Teg would work well.
I think the new Jackson kits are using Rotrex chargers rather than Eaton units which is a far better move.
Who said anything about no intercooler?
*n
PS: Reading that thread makes me wonder what a 2.2 from a Prelude, Holset HX35 and megasquirt could kick...How 'strong' is that engine, honda bufties?
Soldato
- Joined
- 19 Oct 2002
- Posts
- 18,583
- Location
- Shakespeare’s County
Who said anything about no intercooler?
*n
PS: Reading that thread makes me wonder what a 2.2 from a Prelude, Holset HX35 and megasquirt could kick...How 'strong' is that engine, honda bufties?
Me. I think that comment was in my post
Lets see. Honda supercharger Eaton style but turning the other way... check.
That will be the Jackson kits then that bolt directly to the manifold unless you get fabricating stuff ala Vortech installes for a much more remotely located supercharger.
Prelude isnt that strong, Nikasil bores and revvy pistons. 2.3 is far better to boost, or even the F20B 2.0