Well...ideas are flying

I still havnt really found out what is wrong, but it doesnt matter because I am going to go ahead with the bottom end rebuild. Ive had the engine for close to 30,000 miles and drive the **** out of it...so its time for new parts.

Eagle rods are already ordered and on their way

Pistons I havnt decided on yet, either JE or Endyn...but get this...in a 85mm bore
Ive talked to a couple people in the "know" and they said a stock B20 can be bored to 85mm safely when used in a All Motor applicaion.
85mm bore will result in 2020cc's which is 47cc's more then a stock B20.
(Differance between a B18C and B18 is 41cc's...and we know that matters alot - look at LSVTECs). So the extra 47cc's should help out some in the power department along with a full 2 points of compression over stock.

Im also going to use a stock (modified) GSR girdle.

We'll see how things go, wish me luck

 

sweet!

did you contact endyn about 85mm pistons? probably cost alot of $$$ for special order sets......your probably better off getting JE or go directly to Weisco. check out importreview they said they were starting to sell pistons now too?

 

sounds good.
good luck

 

Endyn sells the 85mm bore pistons for the same price as their 84.5mm ones.

 

cool...........i would go for endyn then.........they work really well........

 

Good luck with that project man...I have a question though...would it be possible/reliable for a b18a block to be sleeved and bored out to 85mm? And if so, should it stay in an all-motor application or would FI work with it?

 

If you actually use aftermarket sleeves, I dont think there would be a problem with a 85mm bore for FI.

Ive heard that you can go all the way to 87mm bore with aftermarket sleeves for an all motor application! Imagine that..a 2116cc B Series block! SICK!

 

damn, so what are your goals with this motor? Decide on who is gonna do your headwork?

 

Well no headwork yet...**** I cant afford it. I can bearly afford this bottom end rebuild.

Im shooting for around 185 WHP and 155 TQ to the wheels after the bottom end rebuild is done. That might be a little optomictic...but we'll see.

 

man your numbers are really good so far. you really have me rethinking my whole ls/vtec build up. You still have lots of potential left.

 

Heh..yea it should still have quite a bit left in it.

My "guesstimates" are that I should hit 185 WHP and 155 (maybe close to 160?) TQ with the extra 47cc and the extra compression..

And then when (and if) I ever port and polish the head and do a valve job...maybe even get some oversized intake valves...I *might* see around 195 - 200 WHP and 160-165 TQ.

Itll pretty much end up like a B20VTEC with the VTEC cam locked on all the time...except I dont have VTEC
If I get "crazy"...maybe Ill throw in the Crower 62405A cams later too

 

don't put a lot of faith in head porting, I was expecting much more than I actually got

 

Hmm..really? So around 10 WHP is too optomistic?

 

I think 10whp is realistic on a GOOD headporting job. Alot of people spend most of the time on the ports themselves. Most of the increase in flowrate and flow quality will be done with some careful porting of the combustion chamber and valve seats. Going with some oversized valves would probably net your as much or more gain than just a good headporting. I seem to remember B18B1/B20Z heads having 31mm intake valves as opposed to 33mm valves found on B16A/B18x's. With that much displacement and cam lift, you'd have a HUGE increase in flow with a larger intake valve.

Things look good. I've always wanted to go all-motor crazy on my B18B1, but your setup will definitely have more spice than my dream motor.

 

Really good headwork not only gives you an increase in power but it allows more air to come in. The biggest advantage is the engine accelerates such much more faster. The difference is night and day.

Go 12:1 compression!