HONDA CIVIC/CRX/DEL SOL ACURA INTEGRA B-SERIES STAINLESS STEEL MANIFOLD TURBOCHARGER KIT
Horsepower is crucial for racing domination. But what is the most efficient method to improve the horsepower of your project car? The answer is TURBO. As the saying goes, if you wish to succeed, then you must first sharpen your tools. In this case, this means that you need to have the right weapon for your project car if you wish to leave the competition behind. A turbo charger kit is the most powerful weapon for street and track car applications. A turbo kit will drastically boost up the intake and exhaust air flow of the engine. An increase in air flow and fuel delivery is equal to incredible engine power gains. When it comes to racing or everyday excitement, it is the most important weapon for your ride.
Fitment :HONDA CIVIC/CRX/DEL SOL 88-00 (WITH B-SERIES MOTOR ONLY)
ACURA INTEGRA 1990-2001 B-SERIES MOTOR ONLY)
KITS INCLUDE BUT NOT LIMITED TO : (AS SHOWN IN AUCTION PHOTO)
- T04E TURBO CHARGER
50 A/R Compressor, .63A/R Turbine
T3 Flange to Manifold
5 Bolt Downpipe Flange
3" Inlet Diameter & 2" Outlet Diameter
- BAR AND PLATE UNIVERSAL TURBO INTERCOOLER
27x7x2.5
2.5" outlet and inlet
150 to 130 Degree Temperature Drop
- B-D SERIES INTERCOOLER PIPING KIT
(MINOR MODIFICATIONS MAY BE REQUIRED FOR PERFECT FIT)
CAST T Bolt Clamps
Silicone Hoses
- T3 TURBO DOWN PIPE
Manufactured with high grade CAST
Direct Bolt on application (may require minor modification bends when used in conjunction with cast manifold)
- STAINLESS STEEL TURBO MANIFOLD FOR B-SERIES ENGINE
Made of High Grade Stainless steel
Uses T3 Turbos and 35MM/38MM Wastegate Flanges
All nuts and bolts included
Direct Bolt on application
- 38MM WASTEGATE
Utilized 35MM/38MM Flanges
V-Band top allows for quick changing of springs
Flanges and Gaskets are included
Designed to efficiently release pressurized gas
Complete control of Turbo PSI
Direct Bolt on application
- 10" ELECTRIC RADIATOR FAN
PUSH AND PULL DESIGN
1570 CFM, 12 VOLT/80 WATT
- BOV BLOW-OFF VALVE
High quality fitting!
Prevents compressor surge, releases compressed airflow, and provides an aggressive sound!
CNC anodized!\
- BOV FLANGE PIPE
High quality fitting!
Perfectly suited for the BOV!
Durable, made of high quality materials
- FUEL PRESSURE REGULATOR
High quality fitting!
Durable and fully adjustable for each turbo application.
Sets custom fuel pressure for boosted engines!
- BOOST CONTROLLER
High quality fitting!
Conveniently adjust turbo PSI to control your desired boost!
CNC anodized aluminum finish
- OIL CATCH TANK
JDM Style Oil Catch Tank Can!
Made with the finest aluminum materials and coated with a weather resistant layer.
Prolongs engine life!
- Air Filter Adapter
Direct bolt on with out any modifications
- OIL DRAIN KIT
High quality fitting!
Durable. Will last a lifetime
Turbo Oil Drain
High strength oil drain line!
- OIL FEED KIT
High quality fitting!
Durable. Will last a lifetime
Turbo Oil Feed
High strength oil feed line!
Professional Installation is Highly Recommended (No Instructions Included)!!
Turbo Charger Basic Concept
Turbochargers come in many sizes and physical orientations for all kinds of applications. There are literally hundreds to choose from. Here we’ll explain the basics to understand the technology a little better when selecting your next turbo for your projector car.
Turbos are rated based on how much air they can deliver. Each model usually has specs that explain the capabilities and limitations. The bigger the turbine inside, typically the more air it can deliver at full boost. But the bigger the exhaust turbine is, the more exhaust can pass through easier, reducing back pressure. Larger exhaust turbines are also heavier, having more mass, hence it will take slightly longer spin up to produce build full boost. The length of this spin up process is called “spool time”.
According to standard turbo theory, your engine is happiest when the exhaust pressure and intake manifold pressures are identical throughout the RPM range. This matching will produce the best combination of max horsepower and quick spool time. So how do you measure this? For the shade tree mechanic this is difficult. That's where you depend on Outfront to recommend the best turbo setup to achieve your target horsepower, based on your engine setup and displacement.
Everybody wants a fast spool time to get the horsepower to build at the lowest RPM as possible as you accelerate. So the thing to keep in mind is to select a turbo that has a small enough turbine to spool up quickly, but big enough to pump enough air to support the maximum horsepower you’re targeting to achieve. That’s the tradeoff you need to consider, horsepower versus spool time.
Turbos are often referred to by "T" numbers that are really a "class type" . These numbers were originally created by Garrett, the largest turbo manufacturer in the world. You have probably heard people talking about T3 and T4 turbos in their car. The “T3” number is a general CFM classification. The T number also specifies a compatible exhaust flange type which the turbo will bolt onto. It’s important to understand there are many different types of T3 turbos with different air outputs which are rated for different horsepower applications. So when somebody says they have a T3, they are actually saying what class of turbo they have, and the flange type. Generally speaking T3 class turbos can deliver enough air volume for applications in the 200 to 300HP range.
The bigger T4 turbo has a larger turbine on the exhaust side and larger turbine fins in intake compressor side. This allows the T4 to pump out more air at full boost to achieve more horsepower than T3, assuming the engine displacement is big enough to provide enough exhaust. The penalty you pay is a slightly slower spool time, when compared to a T3 on the same engine. T4 turbos are usually for larger motors and use a different exhaust flange. T4 can deliver enough air for applications in the 400 to 600HP range.
T3 and T4 turbos have been around for a long time and offer great value. These turbos use oil-lite bearings to support the turbine shaft, which eventually wears out after years of usage. The length of usage depends on how often the oil is changed, and what type of oil filter used in the engine setup. The life of the turbo will also be longer if you incorporate a blow-off valve setup somewhere between the turbo and the throttle body valve.
There is another popular turbo class called T3/T4. This was designed to fill the gap between 300 and 400HP configuration. This class of turbo is ideal if you want to start out with a stock Honda engine to produce about 100HP - 150HP, then later upgrade the internals (rods-pistons-block-injectors) of the motor to produce 300+HP. This turbo is assembled with a combination of the exhaust side turbine and housing of a T3 and the air compressor turbine and housing side of a T4. This hybrid combination fits many applications for HONDA CIVIC, CRX, INTEGRA, DELSOL sandrail setups.
You might be thinking….. who would ever buy a turbo without ball bearings? The answer to that is...... a lot of people. Most people buy the conventional T3/T4 without ball bearings because they cost less, about half what ball bearing turbos cost. Another factor is that some ball bearing turbos are not rebuildable, so be careful. But if money is no option, opt for the newer ball bearing setup, they absolutely rip!
