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View Poll Results: What sort of forced induction?
C20AT Transplant 1 5.26%
Wing turbo on a C27A1 9 47.37%
Single aftermarket turbo 7 36.84%
Twin turbo 0 0%
Supercharger 2 10.53%
Voters: 19. You may not vote on this poll

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Old 09-26-2009, 04:49 PM   #11
89HondaLegend
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Quote:
Originally Posted by awelliott View Post
I vote for the wing turbo on the C27. First, I'm not aware of anyone having done it, so it will be interesting to see the results, plus it retains a from-the-factory flavor. Secondly, painstaking 100% authenticity isn't such a big consideration to me. After all, our cars are never going to achieve 57 Chevy Bel Air status, so it's not like you're going to be compromising something that's going to be extremely valuable down the road. Good luck with whatever you decide....
I agree about authenticity, I don't ever expect it to become a collector's item. However I am a proud person, so if anyone asks I do like the idea od being able to say I used all OEM parts Thanks for the input!

Quote:
Originally Posted by Mikeo View Post
I voted a turbo but i would use a honda Turbo and intercooler. So you know its honda. I think that would be nice but the hard work to convert is going to be a pain.
Thanks for voting Mike, I think whichever road I choose to go down is going to be full of custom fabrication and a lot of pain

Quote:
Originally Posted by l4zy415 View Post
Wing turbo on a C27A1!!!!!!
Thanks for the vote James. I have some doubts about this after thinking about it... see reponse to Stephen and Erik's comments below.

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Originally Posted by Homeboyx View Post
got damn you have alot of legends
i gotta go with ^ on this one
Thanks and stay tuned lol.
First job on my list of restorations is restoring my 1957 Standard 10 before the rust gets into it.
This is an old picture, it has a lot more surface rust now unfortunately. All the more reason to start the resto.


Quote:
Originally Posted by sap View Post
I dunno if I'd do the wing turbo on the C27A, that's a big displacement jump and it might not be good for much boost. Anyone got the compressor chart for this thing?
To be honest, I hadn't even thought about it Stephen. However I believe you and Erik have both raised valid points about the factory wing turbo being too small for the job. Might have to go single turbo and try to keep it looking as factory as possible. TurboLegend (Thomas) from NZ suggested he got some pretty good numbers from an aftermarket turbo on his C20AT.

Quote:
Originally Posted by NuclearSymphony View Post
Hey Steve,

I can't look up the thread right now, but in one of your (or maybe Alex's) threads we went through the C20AT specs and how it compared to the C27 (as tested by Evan/"Chopped"), and it wouldn't flow nearly enough to go from the stock 190hp to 300hp. You're most certainly looking at an aftermarket turbocharger and some upgraded airflow/injectors/intercooler items, plus a standalone . . . but something tells me you already know all this.

I would dare say even a supercharger wouldn't get you much past 250, so it would seem a turbo would be your best bet for the 300 mark. Sounds like fun!

Erik

EDIT: What Stephen said just above me is accurate - it seems the turbo and the C27 block didn't work well together as is, although the C27 block is a lot stronger than the C20 block.
Yet more good points (which is why I posted this thread ) on the wing turbo option. The more I think about it the more I realise it will be too small for the increased displacement. However I guess it could still push out perhaps just over 200-210 HP on the C27... I know that falls well short of the 300HP target and would still require some aftermarket modification for fuel ratio's etc with the increased displacement. I don't think this is too much effort to keep everything OEM however it is far too much effort for such little HP increase.

Quote:
Originally Posted by l4zy415 View Post
Just throw in a hair blower and call it a day lol. Naw but it seems like what Erik said is true. Doing an aftermarket turbo is the best way to go. If your going to do that, I suggest moving the battery in the trunk so you can get more space for the turbo to sit in.
Battery relocation is a must for sure. Thanks to you it will be an easy job as well (Althought I might have to put in two batteries if I go the hair blower route )

Quote:
Originally Posted by samo8ty5 View Post
Well since you’re in Australia I’m sure getting a c20AT won’t cost you as much as it would cost the rest of use in the U.S. you could drop that in, but i vote a super charger! Better low end gains and maybe easier to install over a after market turbo (or twin turbo) since you don’t have to change up to exhaust and it sounds better, but i guess that’s the muscle car guy in me. Cant wait to finish my 67 mustang..
I really REALLY liked the supercharger idea myself but I am starting to lose faith in the idea. It is a relatively small V6 and although it would make an AWESOME sound I don't think it will put out the power I am after. By that, I mean if I am going all out and modding the car forgetting all about OEM and the stock look then I want serious numbers and I'm not sure a S/C can do that for me.

Quote:
Originally Posted by NuclearSymphony View Post
I can see why you might think that, especially coming from the world of domestic muscle (I've had a few myself). However, in the instance of the first-generation Legend, the option of having a factory turbo manifold already available is a great advantage over the supercharger -- especially since fabricating an all-new intake manifold and crank pulley would be quite costly.

Having all the turbo plumbing already developed from the factory is too great an advantage to ignore, and makes it a much more cost-effective route. Not to mention the fact that a supercharger is stuck with a set boost pressure, whereas with a turbo setup you can control the boost manually if need be.
Thanks for hte input again Erik, I think supercharger is probably out of the equation simply because of the time/modifications and power vs. cost ratio.

Thanks to all for responding, definetely good comments so far and you've all helped me get a better idea on what I might do. Keep the comments coming

BTW, nobody even mentioned the twin turbo idea? I really thought this would have been a popular choice...? Too many people had issues with TT designs or something?
A brain wave just popped into my head... what if I put in two wing turbo's? Imagine the work that would have to be done to control two wing turbo's at various boost levels hgeez: Thoughts?
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Last edited by 89HondaLegend; 09-26-2009 at 04:56 PM.
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Old 09-26-2009, 05:18 PM   #12
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Quote:
Originally Posted by 89HondaLegend View Post
First job on my list of restorations is restoring my 1957 Standard 10 before the rust gets into it.
This is an old picture, it has a lot more surface rust now unfortunately. All the more reason to start the resto.
hahaha
sucks when it grows rust on the primer dont it
welcome to my world
i have a '72 ford truck i was restoring before my compressor went out..
now..it looks like i have to start over again..as soon as i get myself one big ass compressor
$$$$ electric bill here i come!!
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When something is so obviously wrong and draws your attention this strongly, you should look around to see what it's drawing attention away from.
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Old 09-26-2009, 05:30 PM   #13
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To be honest Steve, as much bragging rights and mental machoism a twin-turbo setup would bring you -- and nobody is a bigger fan of those than I am -- it is a costly and complicated undertaking, as I'm sure you know from Telion's thread.

For the most effective and linear power output, you would be looking at sequential turbos, but the cost and fabrication involved would run you right up there with a supercharger setup. It would seem the best cost/effort vs. results path would lead you to a single turbo setup, possibly a hybrid (meaning, a turbo that spools quickly yet doesn't run out of breath too soon).
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Old 09-26-2009, 05:42 PM   #14
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Originally Posted by Homeboyx View Post
hahaha
sucks when it grows rust on the primer dont it
welcome to my world
i have a '72 ford truck i was restoring before my compressor went out..
now..it looks like i have to start over again..as soon as i get myself one big ass compressor
$$$$ electric bill here i come!!
I hear you, it just never ends. Need a big storage shed where car can be preserved and dirven on weekends.

This is how it looks more recently:


Quote:
Originally Posted by NuclearSymphony View Post
To be honest Steve, as much bragging rights and mental machoism a twin-turbo setup would bring you -- and nobody is a bigger fan of those than I am -- it is a costly and complicated undertaking, as I'm sure you know from Telion's thread.

For the most effective and linear power output, you would be looking at sequential turbos, but the cost and fabrication involved would run you right up there with a supercharger setup. It would seem the best cost/effort vs. results path would lead you to a single turbo setup, possibly a hybrid (meaning, a turbo that spools quickly yet doesn't run out of breath too soon).
Well that is good to know. I thought perhaps people didn't like TT setups but that didn't seem right at all
I am certainly leaning towards the TT idea which would make the project drag out longer than I would like (due to the cost and custom modifications involved) but ingle turbo doesn't seem like a bad option.

So at this stage it looks like Turbo or Twin Turbo.
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Old 09-26-2009, 05:55 PM   #15
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I think, having OEM manifolds available to work with, single aftermarket turbo would be a good match. I'm in complete agreement with everything Erik's said .
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Old 09-27-2009, 01:46 AM   #16
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I think, having OEM manifolds available to work with, single aftermarket turbo would be a good match. I'm in complete agreement with everything Erik's said .
Yes I agree. The logical most cost effective route would be to put in a relatively large turbo, transferring the manifolds over from the C20AT onto a C27 and having a standalone.

So I'm afraid supercharger, C20AT and a wing turbo on the C27A is not going to happen.
TT I am still keen on and will investigate. Can anyone who has some turbo knowledge tell me whether or not two factory Honda wing turbo's would be worth while or if the idea is simply disastrous?
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Old 09-27-2009, 12:50 PM   #17
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I vote for single aftermarket turbo.
One that will come on at about 3k would be nice i think, that way you get the boost from the turbo and then the intake butterflies open at about 4k to give you more power.

Realistically the wing turbo is going to suffer on the C27, it would be like putting a T2 on a 4L V6.
It just wont work well, and you will be very disappointed with the gains from the amount of effort it took and then you will go for an aftermarket turbo anyway..

Twin turbos tho, they are ALOT of maintenance, parallel would be better i think, if sequential you will just fry the smaller turbo (eventually) as the bigger one kicks on.
Alot of people with RB26's go for the one big one over the stock sequential set-up.

What ever you choose tho i would convert it to manual first tho.
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Old 09-27-2009, 02:06 PM   #18
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Going with the consensus here ...voted; wing turbo on a c27a1!!!
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Old 09-27-2009, 02:15 PM   #19
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Single aftermarket turbo with after market management my good man
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Old 09-27-2009, 02:58 PM   #20
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What is a C20AT and what is a "winged" turbo?

It would seem to me that the main issue is how much boost pressure can be generated and how much pressure the engine can handle. The 2.3 L four cylinder in the 1985 Mustang SVO was rated at 205 hp with a max boost pressure limited to 16 psi by a wastegate. But it will make more power from simply adjusting the wastegate to allow higher pressure. Fairly simple improvements to breathing and fuel delivery allow even higher pressure before you have to start beefing up the pistons/rods/crank.

How much boost can the winged turbo generate?

Regarding superchargers, it sounds like ya'll are talking about a roots type. I think a Paxton type supercharger would eliminate the need for a custom intake manifold.

Last edited by JKLedbetter; 09-27-2009 at 03:02 PM.
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