That said, there are a number of turbos that have been found to be good matches for the stock D-series engine. Depending on what your goals are, it's likely there's a turbo out there for you. We've centered in on a few quick spoolers for everyday boost, as well as some bigger snails for those whose budget allows for the necessary supporting mods.
On the smaller side of the useable options is the T25 found under the hood of the second-gen. Eclipse. This unit offers spectacular spool, making strong power to just shy of redline on a bone-stock D16. This turbo has been described by enthusiasts as feeling like a "powerful NA."
The turbo that is quite possibly the best match for the D16 powerplant is the TD05H-14B found on the first-generation Mitsubishi Eclipse/Eagle Talon. It's a hair bigger than the T25 above, which means it spools slightly later, but makes strong power until redline and has the potential for bigger horsepower figures.
The turbo found in many SAAB applications is an undersized T3. Undersized for the 2.2-liter SAAB engine, that is. When it comes to a 1.6-liter Honda mill, we're in business.
This T3 will make more power than either Eclipse/Talon option, but will spool around 500 rpm later. Most common junkyard SAAB T3 turbos are a .42/.48 A/R configuration, which tells us the size of the turbo's compressor and exhaust housings, respectively.
Despite taking a little longer to wake up than the DSM options, T3s with the .48 A/R exhaust snail offer excellent spool characteristics, start to make real boost at around 3000 rpm, and are able to hold boost until redline.
While these options are great for daily driving, autocrossing and road racing, there are options for the straight-line crowd as well.
If you are staying in the Garrett family, but want to go a little bigger, consider the .60/ .63 A/R T3. This unit features a larger .63 A/R exhaust housing that allows it to make more power, but at the expense of spooling about 500 rpm later than the smaller T3s.
Of course, to maximize return from the bigger options, you'll need the additional modifications to support their greater power potential, which means you'll need more money. Size your turbo based on the size of your budget.
T3 turbos can be found under the hood of most 85-86' Ford Thunderbird Turbocoupes. Automatic transmission cars came with the .48 A/R turbine housing, while stick-shift cars had the larger .63 exhaust snail.
The T3 found in the first-generation 300ZX Turbo is also a good option, and has been known push enough air to create around 250 wheel-hp.
The good news is that the turbochargers themselves all cost between $100 - $250, depending on condition, miles and how lucky you are.
Do's and Do Nots
It's never as easy as it seems to turbocharge a naturally aspirated car, and Honda's high-revving powerplants are hardly an exception to the rule.
* Do size your turbo according to your budget. The faster you want to go, the more you'll need to spend.
* Do Not assume the stock fuel system is up to the task. Invest in injectors, a rising-rate fuel pressure regulator, a pressure gauge and an aftermarket fuel pump.
* Do understand that 10 psi is about the limit of the stock internals.
* Do Not try to be a pioneer and eclipse this limit.
* Do let your turbocharged motor breathe; a 2.5-inch exhaust is a good idea.
* Do consider engine and fuel management. Neither are cheap, but they're both a bargain compared to installing a new engine.
* Do get your newly boosted car on a dyno for tuning. There's no substitute.
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