Can you turbo a d16

They would spool exceptionally fast and wouldn't get outside of their efficiency limit around rpm. After that you could feel the powerband really begin to drop off as the rpm went up and the turbo was outside the top of the efficiency map. You really need to study up on boost maps and and see how much CFM the D16 puts out.

You can figure out where the sweet spot on the boost map is and match it to your rpm scale. This way you are consistently utilizing the turbo where its efficiency is best. Spooled said:. That Isuzu turbo has a very odd flange, wouldn't bother with it. The TD05 family 14b,16g will suit your needs very well. If his goals are only whp why put rods and pistons in, is this just a starting point? My vote is for a t3 60 trim. My car makes whp tq and max boost of 8 psi by about rpm depending on gear and speed it can be sooner or later but is average.

Depending what kind of money your friend has he could go with a twin scroll turbo but then that requires a custom manifold and two external wastegate but you can run a much larger turbo and have it spool like a smaller turbo the lancer evolution turbos are an example. A t28 is probably the best bet for quick spool but only if his overall goal is less than hp, I believe the garrett gt28 are a t28 size turbo with a t3 flange which is your best bet because most manifold options for civics are t3 flanged and adapters make the turbo to low.

XpL0d3r I had a Civic once. Staff member. Registered VIP. Registered OG. Moved to forced induction section. They can more than handle the power output you're looking for. So cutting through any kind of steel really wants an issue. Sometimes I regret selling almost all of it, most of all was my Miller Syncrowave It is illegal to sell, install, or offer for sale any aftermarket part that alters or modifies the original design or performance of the motor vehicle pollution control system.

All parts are for use on a vehicle that will NEVER be used, or licensed, or registered for use upon a street and highway. All parts are for used on a vehicle that will NEVER be used, or licensed, or registered for use upon a street and highway. These products may contain chemicals known to the State of California to cause birth defects or other reproductive harm.

For more information visit www. The more air to get into an engine, the more fuel it can burn and uprating the induction with a turbocharger upgrade makes massive power gains. NASP engines need quite a lot of work when you add a turbo, so we have a separate guide to help you take into account the pros and cons of going this route on your D It's not unheard of tuners spending a loads of money on turbocharger upgrades on the D16 only to watch the engine catastrophically fail when it's first rolling road session.

Bigger turbo chargers will usually experience no power at low rpm, and small turbo chargers spool up quickly but won't have the peak rpm power band gains. Twin scroll turbos divert the exhaust flow into two channels and flow these at differently designed vanes in the turbocharger.

They also boost the scavenging effect of the engine. Going up you'll find 4 bar air sensors coping with quite large power gains, whereas the OEM air sensor was restricting power at a much lower level.

Adding a supercharger or additional turbo will make large bhp gains, although more difficult to get working. We strongly recommend you to be generous with your injector capacity.

You only need to to improve your exhaust if the existing exhaust is actually causing a restriction in flow. On most factory exhausts you should find that the exhaust flow rate quite well even on modest power gains, but when you start pushing up the power levels you will need to get a better flowing exhaust. Sports exhausts will certainly help air flow through the engine but avoid an exhaust that is too big or you might just stuff your flow rate and make things worse.

So generally speaking, keep to a size of 1. Typically exhaust restrictions can be located the catalyst installed, so adding a freer flowing sports alternative is the answer.

This keeps the car road legal and will flow much better due to it's higher internal surface area and design, so has the added benefit of keeping your car road legal.

The alternative decat should be considered an off road only mod, as removing a catalyst is illegal in most territories and regions for road registered cars.. The D16 engines are generally reliable and solid units, as long as you follow the manufacturers service schedules, and use a good quality oil to ensure longevity.

Few problems should happen as long as they are regularly serviced and maintained. Carbon build up in the head, particularly around the valves which will sap power or create flat spots, this is a larger issue on direct injection engines but should be looked out for on all engines. We have tips on removing carbon build up. Some of our members have had issues with flat spots or glitches after applying mods and upgrades or tuning, this is not usually related to this engines design, so instead see our article on diagnosing flat spots and problems after tuning which should help you get the bottom of this issue.

Regular oil changes are vital on the D16, especially when tuned and will help extend the life and reliability of the engine. If you would like to know more, or just get some friendly advice on Tuning your Honda engine please join us in our friendly forum where you can discuss D16 tuning options in more detail with our D16 owners.

It would also be worth reading our unbiased Honda tuning articles to get a full grasp of the benefits and drawbacks of each modification. Please help us improve these tips by sending us your feedback in the comments box below. We love to hear what our visitors have got up to and which upgrades work best for you on your car. Which helps us keep our guides and tips up to date helping others with their modified car projects.

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