I want 140-160hp out of my D15B7...
05-29-2007, 07:39 AM
#101
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Re: (b16aej6)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b16aej6 »</TD></TR><TR><TD CLASS="quote">
no. no one's arguing that a b16 makes gobs of torque. it doesn't. torque gets you moving, horsepower keeps you going. d's and b's are about equal coming off the line, but the b has the advantage in that the torque reaches its peak at 7000rpm with horsepower peaking just after that, vs. the d(y7) at only 4600 rpm with hp peaking much later in the powerband, around 6200rpm. the b makes it's numbers over a wider range in the powerband. in actuality, the b makes it's peak torque IN "mad vtec". the d doesn't have that, so while the d(y7) is just dying to get to it's highest numbers, the b hasn't even come close to it's peak torque. by the time the d makes it's torque number, the b has just begun making it's number. once in vtec, which is what give the b its slightly higher torque number, the power keeps the b accelerating, whereas the d really just falls off after about 6300rpm keep in mind this was originally the "mostly stock d16y7" vs. the "mildly built b16", neither of which are mine, and neither of which i know what they are installed in. i have driven both, the y7 in my current hatch, and the b16 in my other civic. i know how both engines perform. there is no disputing my original statement. my only point was that in that given scenario, installed in similar cars, the b has the advantage. there's no question that any number of conditions will affect this outcome. i was only responding to what i read.
</TD></TR></TABLE>
i dont see how you can waste your time, going into all this detail about how a b16 is better then a d series. Never once was the y7 was mentioned also. B16 is just another jdm hype that people love to crave over. its the easyest "JDM" motor you can get your hands on and people want to be so jdm still. But honestly, that motor sucks for that money. I would never go out to H motors and drop almost 2k for that when you can have a d15b which is jdm for all those people, and still hang with a stock b16. I have had a b16, and many d series. D series gets my vote over the b16. Yea the b16 was fast, beat stock type r's, but that doesnt mean every b16 motor i get is going to be like that. Its like a stock 1988 D16a6 walking on Gsr's. Doesnt happen every 20 cars produced.
If you want the b16, get it no one is stopping you, its not going to make you more jdm, its not going to make your car that much faster for the money you just spent, and its sure the hell not going to push you back in your seat like you expected. So when you spend 2k on that swap, other people will keep there stock motors that were in the car, boost it, bottle it, while your sitting at a stop light thinking your cool cause you just got this new swap, but when you realise that hes 5 cars ahead of you with a license plate that says onecam... then go home and re think about what kind of hole is in your pocket
no. no one's arguing that a b16 makes gobs of torque. it doesn't. torque gets you moving, horsepower keeps you going. d's and b's are about equal coming off the line, but the b has the advantage in that the torque reaches its peak at 7000rpm with horsepower peaking just after that, vs. the d(y7) at only 4600 rpm with hp peaking much later in the powerband, around 6200rpm. the b makes it's numbers over a wider range in the powerband. in actuality, the b makes it's peak torque IN "mad vtec". the d doesn't have that, so while the d(y7) is just dying to get to it's highest numbers, the b hasn't even come close to it's peak torque. by the time the d makes it's torque number, the b has just begun making it's number. once in vtec, which is what give the b its slightly higher torque number, the power keeps the b accelerating, whereas the d really just falls off after about 6300rpm keep in mind this was originally the "mostly stock d16y7" vs. the "mildly built b16", neither of which are mine, and neither of which i know what they are installed in. i have driven both, the y7 in my current hatch, and the b16 in my other civic. i know how both engines perform. there is no disputing my original statement. my only point was that in that given scenario, installed in similar cars, the b has the advantage. there's no question that any number of conditions will affect this outcome. i was only responding to what i read.
</TD></TR></TABLE>i dont see how you can waste your time, going into all this detail about how a b16 is better then a d series. Never once was the y7 was mentioned also. B16 is just another jdm hype that people love to crave over. its the easyest "JDM" motor you can get your hands on and people want to be so jdm still. But honestly, that motor sucks for that money. I would never go out to H motors and drop almost 2k for that when you can have a d15b which is jdm for all those people, and still hang with a stock b16. I have had a b16, and many d series. D series gets my vote over the b16. Yea the b16 was fast, beat stock type r's, but that doesnt mean every b16 motor i get is going to be like that. Its like a stock 1988 D16a6 walking on Gsr's. Doesnt happen every 20 cars produced.
If you want the b16, get it no one is stopping you, its not going to make you more jdm, its not going to make your car that much faster for the money you just spent, and its sure the hell not going to push you back in your seat like you expected. So when you spend 2k on that swap, other people will keep there stock motors that were in the car, boost it, bottle it, while your sitting at a stop light thinking your cool cause you just got this new swap, but when you realise that hes 5 cars ahead of you with a license plate that says onecam... then go home and re think about what kind of hole is in your pocket
05-29-2007, 11:35 AM
#103
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Re: (sXekid)
the y7 was mentioned...it's quoted in my first post. and again, the d-series has its place. i've seen tons of d motors that would beat the crap out of a b-series. my orginal point has been lost in the bullshit, so i'll end it here and concede that in the end, whatever you want to have is your own choice. i went overboard on the explanations. i'm not worried about being more jdm than somebody, personally i think that jdm is a joke. all that aside, i'm not gonna argue anymore, it's obvious that both of us have a pretty good idea what we're talking about, and aren't gonna get anywhere furher than we are now. sorry to the owner of this post, i thread jacked like a ****.
btw, hmotors sells longblock b16's starting about $650
btw, hmotors sells longblock b16's starting about $650
05-29-2007, 12:28 PM
#105
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Re: (b16aej6)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b16aej6 »</TD></TR><TR><TD CLASS="quote">
no. no one's arguing that a b16 makes gobs of torque. it doesn't. torque gets you moving, horsepower keeps you going. d's and b's are about equal coming off the line, me the d makes it's torque number, the b has just begun making it's number.
</TD></TR></TABLE>
O RLY?
determine what makes horse power.
"Directly proportional" means there may be a multiplyer involved, so let's find it using our example numbers, remembering that 1 revolution per second is 60 RPM:
torque * RPM * constant = hp
87.5 lbf-ft * 60 rev/min * X = 1 hp
X = 1 / (60 * 87.5) = 1/5250
torque * RPM * 1/5250 = hp
hp = (torque * RPM) / 5250
Engines don’t make horsepower, they convert fuel into torque.
no. no one's arguing that a b16 makes gobs of torque. it doesn't. torque gets you moving, horsepower keeps you going. d's and b's are about equal coming off the line, me the d makes it's torque number, the b has just begun making it's number.
</TD></TR></TABLE>O RLY?
determine what makes horse power.
"Directly proportional" means there may be a multiplyer involved, so let's find it using our example numbers, remembering that 1 revolution per second is 60 RPM:
torque * RPM * constant = hp
87.5 lbf-ft * 60 rev/min * X = 1 hp
X = 1 / (60 * 87.5) = 1/5250
torque * RPM * 1/5250 = hp
hp = (torque * RPM) / 5250
Engines don’t make horsepower, they convert fuel into torque.
05-29-2007, 12:33 PM
#106
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Re: (MR.johnson)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MR.johnson »</TD></TR><TR><TD CLASS="quote">
O RLY?
determine what makes horse power.
"Directly proportional" means there may be a multiplyer involved, so let's find it using our example numbers, remembering that 1 revolution per second is 60 RPM:
torque * RPM * constant = hp
87.5 lbf-ft * 60 rev/min * X = 1 hp
X = 1 / (60 * 87.5) = 1/5250
torque * RPM * 1/5250 = hp
hp = (torque * RPM) / 5250
Engines don’t make horsepower, they convert fuel into torque.</TD></TR></TABLE>
True, but the feasible use of torque is horsepower - the problem with the B16's is they make all their HP at top end so you have to wind the **** outta it for it to make its maximum torque.
Though I'm not taking sides, just saw an opportunity to pound on the B16 again
O RLY?
determine what makes horse power.
"Directly proportional" means there may be a multiplyer involved, so let's find it using our example numbers, remembering that 1 revolution per second is 60 RPM:
torque * RPM * constant = hp
87.5 lbf-ft * 60 rev/min * X = 1 hp
X = 1 / (60 * 87.5) = 1/5250
torque * RPM * 1/5250 = hp
hp = (torque * RPM) / 5250
Engines don’t make horsepower, they convert fuel into torque.</TD></TR></TABLE>
True, but the feasible use of torque is horsepower - the problem with the B16's is they make all their HP at top end so you have to wind the **** outta it for it to make its maximum torque.
Though I'm not taking sides, just saw an opportunity to pound on the B16 again
05-30-2007, 07:31 AM
#107
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Re: (Syndacate)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Syndacate »</TD></TR><TR><TD CLASS="quote">
just saw an opportunity to pound on the B16 again</TD></TR></TABLE>
just saw an opportunity to pound on the B16 again
</TD></TR></TABLE>
05-30-2007, 07:38 AM
#108
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Re: (MR.johnson)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MR.johnson »</TD></TR><TR><TD CLASS="quote">
O RLY?
determine what makes horse power.
"Directly proportional" means there may be a multiplyer involved, so let's find it using our example numbers, remembering that 1 revolution per second is 60 RPM:
torque * RPM * constant = hp
87.5 lbf-ft * 60 rev/min * X = 1 hp
X = 1 / (60 * 87.5) = 1/5250
torque * RPM * 1/5250 = hp
hp = (torque * RPM) / 5250
Engines don’t make horsepower, they convert fuel into torque.</TD></TR></TABLE>
But horsepower is a function of torque AND rpm.
and 5252 is the static that you need to use here, not 5250
O RLY?
determine what makes horse power.
"Directly proportional" means there may be a multiplyer involved, so let's find it using our example numbers, remembering that 1 revolution per second is 60 RPM:
torque * RPM * constant = hp
87.5 lbf-ft * 60 rev/min * X = 1 hp
X = 1 / (60 * 87.5) = 1/5250
torque * RPM * 1/5250 = hp
hp = (torque * RPM) / 5250
Engines don’t make horsepower, they convert fuel into torque.</TD></TR></TABLE>
But horsepower is a function of torque AND rpm.
and 5252 is the static that you need to use here, not 5250
05-30-2007, 07:55 AM
#109
Go Tigers!
Re: (Bense)
you could make a 150whp d15b7 NA. But you'd have to go pretty crazy
here's what I'd suggest:
d15z1 137mm rods
zc pistons
13.72:1 with a y8 headgasket,
or like 13.12 with a 4 layer headgasket
then build the head. and get a crazy header + intake
here's what I'd suggest:
d15z1 137mm rods
zc pistons
13.72:1 with a y8 headgasket,
or like 13.12 with a 4 layer headgasket
then build the head. and get a crazy header + intake
05-30-2007, 09:42 AM
#110
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Re: (Syndacate)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Syndacate »</TD></TR><TR><TD CLASS="quote">
True, but the feasible use of torque is horsepower - the problem with the B16's is they make all their HP at top end so you have to wind the **** outta it for it to make its maximum torque.
Though I'm not taking sides, just saw an opportunity to pound on the B16 again</TD></TR></TABLE>
My friend just had his SiR obd0 B16a (bored TB, AEM CIA) tuned via V-AFC2 at King Motorsports (the Mugen place), and it made 152whp, and IIRC 108ish wtq, but holds it above 100wtq to 8000 rpm. For compairison, a a6/z6/y8 will make about 100ish wtq with the same amount of tuning, but it drops after 4-5000rpm. Thats also for 3x the amount for the *entire* swap for both. Thats assuming you spend 2x the amount for the trans, ecu, alxes, etc for the sohc, and the lowest possible price for the b16 full swap.
Honestly, the only way to make serious power on a sohc is with boost, spray, or serious headwork (porting + cam). Seeing as how I took a stock-head, built 8.3:1 D16z6 and made 160whp on it with a small turbo @6psi and stock exhaust, I'm not likely to ever go NA, unless the words 'LS1' or 'LS6' are in my future. Which they aren't, as I'm still getting >30mpg.
If you do go d-NA (lol), the z6 is the best IMO. Best crank bracing for high rpm, crank is fully crossdrilled with minor camfering, balanced very well stock, head has the best ports, and doesn't use weird timing maps because of an unusual usage of a knock sensor (y8). Plus its natively OBD1, and came in 33% of the 50 bazillion 92-95 Civics made.
True, but the feasible use of torque is horsepower - the problem with the B16's is they make all their HP at top end so you have to wind the **** outta it for it to make its maximum torque.
Though I'm not taking sides, just saw an opportunity to pound on the B16 again
</TD></TR></TABLE>My friend just had his SiR obd0 B16a (bored TB, AEM CIA) tuned via V-AFC2 at King Motorsports (the Mugen place), and it made 152whp, and IIRC 108ish wtq, but holds it above 100wtq to 8000 rpm. For compairison, a a6/z6/y8 will make about 100ish wtq with the same amount of tuning, but it drops after 4-5000rpm. Thats also for 3x the amount for the *entire* swap for both. Thats assuming you spend 2x the amount for the trans, ecu, alxes, etc for the sohc, and the lowest possible price for the b16 full swap.
Honestly, the only way to make serious power on a sohc is with boost, spray, or serious headwork (porting + cam). Seeing as how I took a stock-head, built 8.3:1 D16z6 and made 160whp on it with a small turbo @6psi and stock exhaust, I'm not likely to ever go NA, unless the words 'LS1' or 'LS6' are in my future. Which they aren't, as I'm still getting >30mpg.
If you do go d-NA (lol), the z6 is the best IMO. Best crank bracing for high rpm, crank is fully crossdrilled with minor camfering, balanced very well stock, head has the best ports, and doesn't use weird timing maps because of an unusual usage of a knock sensor (y8). Plus its natively OBD1, and came in 33% of the 50 bazillion 92-95 Civics made.
05-30-2007, 11:41 AM
#111
Go Tigers!
Re: (HiProfile)
yea HiProfile has some pretty good points there. Building an NA d15 is going to be very tedious, it will only make power when running in perfect shape.
You'll also have to go pretty ***** to the wall with your setup. You'll have to run high compression, ported head, cam, good intake, header, upgrade all your rodbolts/head studs, blah blah blah. It can be done but it won't be easy to get where you want it.
Eventually you'll get to the point where you'll have a d15 that is 13:1cr with a fully ported head + upgraded valve train, super engineered header, etc. All for 150-160ish whp. Granted it may be cheaper than a gsr or b16 swap, but you'll go through all kinds of hell to make the same power as a stock gsr swap. Don't get ahead of yourself, 90% of the time people build d-series to save money. If you're spending more energy, time, and money on it, and only getting the results as a stock b18c, it's not really worth it IMO.
This is the reason that I decided to go F2D. An NA d-series just wasn't able to give me the kind of power I was looking for. Plus my setup costs less than a fully built D.
You'll also have to go pretty ***** to the wall with your setup. You'll have to run high compression, ported head, cam, good intake, header, upgrade all your rodbolts/head studs, blah blah blah. It can be done but it won't be easy to get where you want it.
Eventually you'll get to the point where you'll have a d15 that is 13:1cr with a fully ported head + upgraded valve train, super engineered header, etc. All for 150-160ish whp. Granted it may be cheaper than a gsr or b16 swap, but you'll go through all kinds of hell to make the same power as a stock gsr swap. Don't get ahead of yourself, 90% of the time people build d-series to save money. If you're spending more energy, time, and money on it, and only getting the results as a stock b18c, it's not really worth it IMO.
This is the reason that I decided to go F2D. An NA d-series just wasn't able to give me the kind of power I was looking for. Plus my setup costs less than a fully built D.
05-30-2007, 02:22 PM
#114
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Re: (HiProfile)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HiProfile »</TD></TR><TR><TD CLASS="quote">
My friend just had his SiR obd0 B16a (bored TB, AEM CIA) tuned via V-AFC2 at King Motorsports (the Mugen place), and it made 152whp, and IIRC 108ish wtq, but holds it above 100wtq to 8000 rpm. For compairison, a a6/z6/y8 will make about 100ish wtq with the same amount of tuning, but it drops after 4-5000rpm. Thats also for 3x the amount for the *entire* swap for both. Thats assuming you spend 2x the amount for the trans, ecu, alxes, etc for the sohc, and the lowest possible price for the b16 full swap.</TD></TR></TABLE>
It's great that it makes 152whp - but u said it yourself, it makes it at EIGHT THOUSAND RPM. It doesn't make it at the 1-3k RPM you hit while you're doing every day driving. Keep your 152whp and drive it at 6000 RPM all day and see how good ur gas mileage is. Though the power will be there.
If the B16 come stock in the car - fine, understandable, I wouldn't swap. If you boost a B16, fine, nice setup. Though swapping from a Z6 to a B16 to me seems like taking out a loan to pay off your house (you're not really getting anywhere). It's not worth the money IMHO from a Z6 or B7.
My friend had/has (iono if he has it anymore) a CTR in his hatch and I was unimpressed when I drove it - it had the same damn power as my Z6 until you hit 4k or so (in which case it takes off) - but the point being - it still struggled up hills the same as my Z6 unless you plant it to 6000 RPM. It still felt the same under typical driving circumstances (which for me is about 700 - 4k RPM). So if you have one, fine, if you get one for boosting, also fine, but to upgrade from a D to a B w/ a B16 just seems impractical to me.
For 400 bucks + 700 for a trans you can get a LS motor with a B16 trans and a 4.7 or 4.9 final and you'll eat B16's all day long and give GSR's a good run (if not win).
I don't know, maybe my thoughts are only mine.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HiProfile »</TD></TR><TR><TD CLASS="quote">
Honestly, the only way to make serious power on a sohc is with boost, spray, or serious headwork (porting + cam). Seeing as how I took a stock-head, built 8.3:1 D16z6 and made 160whp on it with a small turbo @6psi and stock exhaust, I'm not likely to ever go NA, unless the words 'LS1' or 'LS6' are in my future. Which they aren't, as I'm still getting >30mpg.
</TD></TR></TABLE>
Agreed.
My friend just had his SiR obd0 B16a (bored TB, AEM CIA) tuned via V-AFC2 at King Motorsports (the Mugen place), and it made 152whp, and IIRC 108ish wtq, but holds it above 100wtq to 8000 rpm. For compairison, a a6/z6/y8 will make about 100ish wtq with the same amount of tuning, but it drops after 4-5000rpm. Thats also for 3x the amount for the *entire* swap for both. Thats assuming you spend 2x the amount for the trans, ecu, alxes, etc for the sohc, and the lowest possible price for the b16 full swap.</TD></TR></TABLE>
It's great that it makes 152whp - but u said it yourself, it makes it at EIGHT THOUSAND RPM. It doesn't make it at the 1-3k RPM you hit while you're doing every day driving. Keep your 152whp and drive it at 6000 RPM all day and see how good ur gas mileage is. Though the power will be there.
If the B16 come stock in the car - fine, understandable, I wouldn't swap. If you boost a B16, fine, nice setup. Though swapping from a Z6 to a B16 to me seems like taking out a loan to pay off your house (you're not really getting anywhere). It's not worth the money IMHO from a Z6 or B7.
My friend had/has (iono if he has it anymore) a CTR in his hatch and I was unimpressed when I drove it - it had the same damn power as my Z6 until you hit 4k or so (in which case it takes off) - but the point being - it still struggled up hills the same as my Z6 unless you plant it to 6000 RPM. It still felt the same under typical driving circumstances (which for me is about 700 - 4k RPM). So if you have one, fine, if you get one for boosting, also fine, but to upgrade from a D to a B w/ a B16 just seems impractical to me.
For 400 bucks + 700 for a trans you can get a LS motor with a B16 trans and a 4.7 or 4.9 final and you'll eat B16's all day long and give GSR's a good run (if not win).
I don't know, maybe my thoughts are only mine.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HiProfile »</TD></TR><TR><TD CLASS="quote">
Honestly, the only way to make serious power on a sohc is with boost, spray, or serious headwork (porting + cam). Seeing as how I took a stock-head, built 8.3:1 D16z6 and made 160whp on it with a small turbo @6psi and stock exhaust, I'm not likely to ever go NA, unless the words 'LS1' or 'LS6' are in my future. Which they aren't, as I'm still getting >30mpg.
</TD></TR></TABLE>
Agreed.
05-30-2007, 02:30 PM
#115
Honda-Tech Member
Re: I want 140-160hp out of my D15B7... (Eibach95Civic)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Eibach95Civic »</TD></TR><TR><TD CLASS="quote">d series>b series</TD></TR></TABLE>
I bow to your intelligence.
I bow to your intelligence.
05-30-2007, 02:40 PM
#116
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Re: I want 140-160hp out of my D15B7... (FalkenSiR)
Lol this is a funny forum lol. Can't we all just get along. Or just settle it like men in a good old fashiond foot-race hahaha.
05-30-2007, 03:18 PM
#117
Honda-Tech Member
Re: I want 140-160hp out of my D15B7... (ThaCivicAssassin)
It's just that some people have such low standards. Just because their buckets came with a D series, it doesn't mean that God meant that D series to be the best Honda motor ever. D series was meant to give good fuel economy. B series was the more aggressive Honda motors.
If you happen to like D series, fine. B? fine, but don't come here asking the world out of a little 91 cubic in. motor that was meant to go in granma's car. Please do us a favor and slap yourself across the face if you think you can make a 1.5 non vtec a performance motor.
If you happen to like D series, fine. B? fine, but don't come here asking the world out of a little 91 cubic in. motor that was meant to go in granma's car. Please do us a favor and slap yourself across the face if you think you can make a 1.5 non vtec a performance motor.
05-30-2007, 03:46 PM
#118
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To the OP I would listen to Bense, he speaks the truth. As far as D series being better all that stuff is opinionated BS. A d series will cost you twice as much to build, I know because I have been their and done that and can say for about 1500 on top of a D16a6 already in car I made 147hp and 118ftlbs tq definatley not what i was expecting. I'll never build a honda motor again with less than 2 cams, 2 liters of displacement, and 9.5:1 compression!!
05-30-2007, 07:17 PM
#119
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Re: (p00n)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Eibach95Civic »</TD></TR><TR><TD CLASS="quote">d series>b series</TD></TR></TABLE>
All hail two digit WHP numbers.
All hail two digit WHP numbers.
05-31-2007, 03:29 AM
#120
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Re: (b16aej6)
Back in the days I had a 92 DX hatch with a D16z6 and VX transmission. The only mod I had was an exhaust.
I used to beat my friend Zubs with his 2000 SI with I/H/E every time. His is a member on this site, ask him.
I later swapped to a 2000 SI motor and the car was faster but it just goes to show that this guys statement isn't so crazy.
Dan
I used to beat my friend Zubs with his 2000 SI with I/H/E every time. His is a member on this site, ask him.
I later swapped to a 2000 SI motor and the car was faster but it just goes to show that this guys statement isn't so crazy.
Dan
05-31-2007, 04:30 AM
#121
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boost ftw i will actually sell you a hf mani with a td04 internally gated and an adapter plate for 100 the only thing you will need is to make new gaskets and get some bolts. and all are in good condition its just the adapter is ugly.(i have to get **** out of my garage, it takes up all the room.
05-31-2007, 05:31 PM
#123
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Join Date: Jan 2005
Location: b00sting my D16s, SoWis, USA
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Re: (Syndacate)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Syndacate »</TD></TR><TR><TD CLASS="quote">
It's great that it makes 152whp - but u said it yourself, it makes it at EIGHT THOUSAND RPM. It doesn't make it at the 1-3k RPM you hit while you're doing every day driving. Keep your 152whp and drive it at 6000 RPM all day and see how good ur gas mileage is. Though the power will be there.</TD></TR></TABLE>
Actually, its a weird dyno graph. Its more peaky, but to be expected from a higher flowing head with a shorter stroke. Its no smooth like a d16, so thats maybe why people don't feel the power, or maybe because vtec adds that much more power. VTEC on my sohc dyno was about 3-4lb/tq more.
https://honda-tech.com/zerothread?id=1113834
btw I was looking for a similar graph to it, and found this gem:
https://honda-tech.com/zerothread?id=1716907
It's great that it makes 152whp - but u said it yourself, it makes it at EIGHT THOUSAND RPM. It doesn't make it at the 1-3k RPM you hit while you're doing every day driving. Keep your 152whp and drive it at 6000 RPM all day and see how good ur gas mileage is. Though the power will be there.</TD></TR></TABLE>
Actually, its a weird dyno graph. Its more peaky, but to be expected from a higher flowing head with a shorter stroke. Its no smooth like a d16, so thats maybe why people don't feel the power, or maybe because vtec adds that much more power. VTEC on my sohc dyno was about 3-4lb/tq more.
https://honda-tech.com/zerothread?id=1113834
btw I was looking for a similar graph to it, and found this gem:
https://honda-tech.com/zerothread?id=1716907
06-01-2007, 03:26 AM
#124
Join Date: Nov 2004
Location: Mooresville, NC
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I have a good time driving B16 cars... I tried to get a 99' Si recently, but couldn't find one with reasonable miles that wasn't a salvage title under $10k in my area. They do require tons of RPM to get moving, but I find that fun personally. I had a B16 swapped 91' CRX in high school and it was loads of fun too 
Perhaps not extremely practical since I got 25 mpg driving it hard enough to get moving, but fun none-the-less.
I am also building a D Series for boost... and since I can't get an Si it looks like I'll have another D series -- a 2002 Civic LX, at least if it looks as good in person as the pictures -- haven't had alot of luck with that... four in a row when I go to see them I'm dissapointed.
Perhaps not extremely practical since I got 25 mpg driving it hard enough to get moving, but fun none-the-less.I am also building a D Series for boost... and since I can't get an Si it looks like I'll have another D series -- a 2002 Civic LX, at least if it looks as good in person as the pictures -- haven't had alot of luck with that... four in a row when I go to see them I'm dissapointed.
