Motor choice
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Fuck the B series just go with a d16 and boost it.
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Bad93ex wrote:
Fuck the B series just go with a d16 and boost it.what he said, it would be alot cheaper!!!
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well what are you hp goals? if you want anything over 280ish, go with the b series, otherwise go d series. also if you go b series the b18c1 can rev to 10k with minor head work, where as the b18b needs major low end work done before it can rev over 8ish i believe. so if you want something to rev high you want a b18c. one more thing to concider when turboing either block is b18b has like a 9:1 compression ration and i think the b18c has 10:1 (someone correct me if i'm a little off). so you can run more boost through a STOCK b18b. really, the fact that you have to tune around vtec isn't that big of a deal. so you need to make some decisions of what you want hp wise and if you don't know then i'd just go b series, because there is always room to grow.
ps. you could always go k series or h series too.
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sorry Joel miss understood you but i like what bluejays said about the b18c1. The ls swap with vtec head sounds like a lot of work to me and chipping ecu or something so it works right. HMMM i would like to have over 280 someday and teh gearing on the d15 motor in it sucks balls, I personally like the gearing on my friends 94 prelude si. Its alright anyways.
Keep the opinions coming. How much would i be looking at for a b18c1 complete swap and installed.Matt
92 Civic HB
JDM d15b w/14b@8psi
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fuck the B motor unless your gonna go for big power, stay with the D16 Z6 and turbo it id talk to tufte, thompson about what engine to get... they are the only 2 ppl in town that has made a honda go 11's
but if money wasnt an object id COPY GSR's Engine with higher compression..
Tufte's Stock 1.6 turbo made 267 hp 10 psi
Thompson Unstock 1.8 turbo made 540 hp 25 psi -
personally from what it sounds like he wants to do, i would go b series. he said he wanted more then 300 hp and that is out of the d series range ESPECIALLY if you want something semi reliable. which block he wants is all personal preference though. if you want to rev to the sky go with the b18c. if revs don't really matter much for you, i would go b18b.
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bluejays wrote:
if you want to rev to the sky go with the b18c. if revs don't really matter much for you, i would go b18b.
this is totally a "ricer" mentality, the idea that high-revving equates to powerful :rolleyes:
believe it or not, there are many turbo guys on honda-tech that are making peak power below 6k. proof? look at kevin's dyno graph's when he had a stock intake manifold.
how much power he wants to make and how much tuning he wants to go through are the major factors in deciding what kind of turbo he wants. a larger turbo (57trim) will make more power at 10psi than a t25, obviously because it's a larger turbo and pushes more volume.
granted, the big turbo will push much more air (read: is capable of higher engine rpm), but the gears are still so close, so it would only pull for so many rpms. to truly take advantage of a huge turbo, one would want to gear the transmission to engage into the next gear at an rpm that creates enough exhaust pressure to spool the turbo again after shifting; but, then you would lose practical driveability...
yeah, i'm done ramblingcliff notes: how much power does he want and how much tuning is he willing to pay for?
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out there wrote:
this is totally a "ricer" mentality, the idea that high-revving equates to powerful :rolleyes:
believe it or not, there are many turbo guys on honda-tech that are making peak power below 6k. proof? look at kevin's dyno graph's when he had a stock intake manifold.
how much power he wants to make and how much tuning he wants to go through are the major factors in deciding what kind of turbo he wants. a larger turbo (57trim) will make more power at 10psi than a t25, obviously because it's a larger turbo and pushes more volume.
granted, the big turbo will push much more air (read: is capable of higher engine rpm), but the gears are still so close, so it would only pull for so many rpms. to truly take advantage of a huge turbo, one would want to gear the transmission to engage into the next gear at an rpm that creates enough exhaust pressure to spool the turbo again after shifting; but, then you would lose practical driveability...
yeah, i'm done ramblingcliff notes: how much power does he want and how much tuning is he willing to pay for?
i was just referring to that being the only major difference between the ls and gsr block. in no way did i say you need to rev 13k rpms to make power. that and the b18b is stronger supposedly. ricer? psh
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so is that better then
Matt
92 Civic HB
JDM d15b w/14b@8psi
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