???How much boost on an OEM B18C??? owners ONLY
 

The question is, : How much boost is suitable to run on a stock OEM B18C with T3/T4, which is a Japanese GSR with 10.6:1 compression? What have you done or are you doing with YOURS? I know that most companies (Greddy, Apexi, Fmax, DRAG, etc.) recommend USDM B18C1(10:1 compression)@7-8psi and recommend USDM B18C5(10.6:1 compression)@5 PSI. But as you can see, a Japanese GSR B18C has 10.6:1 compession, so do you go with the engine type GSR to decide or do you go with the compression to decide, in which case you would have to treat it as an ITR when it comes to boost. Regarding an ITR, is it just the compression which makes it weaker to tolerate higher boost, or are there other weaknesses in the engine, for example thinner or weaker rods, that make it rated for lower boost applications.

****I'm only looking to hear back from those who own a B18C engine and are running boost with a t3/t4 hybrid turbo. NOT INTERESTED in guesses, word-of-mouth, USDM GSR's, B18C1's, other websites, people using different turbos, etc.*** JUST THOSE WHO HAVE A JAPANESE GSR ENGINE WITH BOOST

first off your an idiot second...compression is only half the game I mean it just narrows your window for tuning so it does not gernade..more boost with high compression = higher cylinder pressures

you can make 250-300 whp on a b18c block no problem. Boost means nothing it's the cfm and the hp that the block can take.

you need to learn more I would think

not to mention there is basically no difference in the jdm vs usdm version of the b18c engine. that's an old ricer wise tale like "oh man I got that mad tite jdm b18c...it's jdm...did I mention its jdm so it has like 50 more hp than the usdm...I mean even though it has the same cams and pistons just cause it's jdm means it has 20 more hp.

Not to crap on this thread, but they have different pistons. JDM is 10.6:1 and USDM is 10:1. Everything else is the same. Back to the thread:

i personally run 6psi on the street and 13 on the track on the exact same setup you have down to the vin number

Thanks for the info trackhack and ERTW. Dingus88 you are a dingus who probably does drive a giant weiner. If you actually read my post you would notice I'm the one mentioning the relationship between the engine compression and the boost because I know it affects the overall cylinder pressure, thats why i made the original post, to see how much boost the 10.6:1 compression engine can tolerate in comparison to the 10.0:1 compression engine. Higher compression engines are already generating higher cylinder pressure to begin with, so can therefore run less boost which is why i asked the question, so not quite sure why you decided to restate my point, i guess you just wanted another post or something. Obviously its the CFM and HP that makes the difference, not the actual boost iteself, which is why i was asking Japanese GSR owners who have a similar turbo to mine T3/T4 which should generate a similar amount of CFM and HP, thus keeping all the variables as reasonably close as possible for the comparison. By the way, where is your GSR turbo, because i didn't hear you mention what you are doing with yours? Oh, and did i say there was anything different about the engines other than compression...NO....I posed a question, as in asking a question and not talking **** about stuff i don't know like you did in yours. Not to mention "trackhack" busted you on the most blatantly obvious error, which was the point of the whole discussion, so I'm pretty sure you need the education more than i do. At least I can spell grenade .

I had a B18C1 running 8psi on a T3/T4... i think thats the max (safe) you can go. Mind you a JDM motor is higher comp.

once agian it's how much power your block can take not psi...I mean when it comes down to it 8 psi 12 psi dosent' mean to much if you have a crappy tune it will pop...but if you have a good tune you should be able to get 270-300 whp wiht the right sized turbo. and there are tons on setups t3/t4 means nothing..what is the a/r, trim etc..