Ive got my Darton 83mm sleeves, and im going to be ordering pistons for them this week.

Ive decided on JEs, they can do a custom 83mm Piston for me.
My next question is what compression do you guys recommend, it will be a STREET driven car, and by the end of it, i will have a fully built engine.

MY question is, lets say i order a 9:1 compression piston, will it matter that im 83mm? it wont change the compression will it? a B16 head is a B16 head.

Secondly, if given the opion of a Flat or Dish top.....which is recommended for a street car?

 

You can order from Import Parts Online...

Just make sure you talk to Ben...

Tell Ben everything being used in the setup that might make a difference, and what you need (compression, bore size...ect.). JE will then make the piston for your application. Just to warn you however, It took JE over 3 months for them to make my custom ZC pistons.

Hope that helps.

BTW, 9:1 would be great for you.

 

Man, 3 months?? i was told 1 month from Steve at Options in Cali.........

but anyone else have any info? Im giong with a b16 block bored to 83mm, and a stock b16 head.....

what would you run for a street application?

 

I ordered a set of 84 mm je pistons from race engineering and I got them in less than a week. They are knowledgeable(sp?), and have good prices. You might want to try them...

 

go 84 mm and I have 2 sets in stock that are a perfect 9:1 compression. I can get you the 83mm pistons in 3 weeks to your door if you want 83's for sure.

 

yes i am definatly going to need 83s, i already have my 83mm Sleeves sitting in my bedroom.

but my question still stands. will 9:0:1 be the same no matter what size bottom end i mate to the b16 head?

 

i tried to answer but swapping heads and compression always confuses me

 

I might be able to get you Arias 83mm 9:1 in a couple of days. I have to check my inventory. Let me know if you want Arias, and I'll check.

 

if you put those 9.0 83mm pistons meant for you b16 in a 1.8 block your compression will go up.

 

oh.. this might help you out..

I saw this ad while looking through the FI FS section.
https://honda-tech.com/zerothread?id=383561

 

dude what are you talking about?

1.6L block = 1.8L block = 81mm

I have an 83mm block, and a b16 head

 

dude, the stroke is different. a 1.6l has a shorter stroke. I think what the above guy is saying is if you put 1.8 gsr or type r je pistons in a b16 with a b16 crank the compression will go up. make sure they are b16 83mm pistons!!!

 

go 10:1. You will not regret it. higher compression with less boost is better for a street application. IMO <---note that this is my opinion, I have this setup in my street car, 83mm 10:1 with t3/t4 turbo and it put down 310/240 to the wheels on about 8 psi.

If you get the pistons made for a b16 head then the pistons will yield the cr that you have them made for. If you slap a gsr head on those b16 pistons the cr will go up. Hope this explains it sort of.

 

10:1 on the street less boost more hp

 

Its funny when i tell people my cr and they gasp like it is ungodly high. I dont particularly understand why everyone thinks you have to run no compression with boost. As long as you can provide the fuel it will be fine. Funny how the same people who are shocked by my cr are the same guys who complain about how laggy and untorquey their cars are. Hmmm...

 

I get that same response. Lower compression pistons were from the days of expensive standalones. If you have a good standalone or a Hondata you can run the higher compression safely. Especially if youincrease the systems efficiency in all aspects especially with your charge pipes and I/C. It all in the tuning. (which includes the set-up )

Oh FYI the reason the compression goes up with the B18 head is because of the smaller combustion chamber compared to the B16 head. It's has nothing to do with the stroke. Just so you know in the future.


[Modified by tzsir, 11:11 AM 1/13/2003]


[Modified by tzsir, 11:13 AM 1/13/2003]

 

Maybe I am wrong but the b18 piston in a b16 block with b16 head will still change the compression due to the shorter stroke. the pin height and overall height on the b18 piston is different correct??

 

when i used the word 1.8 block I was using it as a naming reference (LS, GSR, TYPE R) and not a measurement of displacement.

bottom line is stroke & bore does affect compression. stroke has a big affect on it. for example take a b16b PCT pistons in a stock b16b the compression is about 10.8-11.0 to 1, put those same pistons in a b18c block with a 87.2 stroke same head and the compression jumps to about 12.0 to 1.

the same thing applies to your 83 mm piston. Its 9.0 in a b16 block with a b16 crank, and you use those pistons in a b18 block with a b18 crank the compression will go up.

the larger stroke (more displacement) is being compressed into the same space (combustion chamber) as the small stroke (less displacement), so why wouldn't the c/r go up? its simple.

compress more into the same space and its going to be more compressed

I don't know why tszir with his pending masters can't figure that out. I've never taken a engineering course in my life




[Modified by SEFI8LOxCivic, 5:44 PM 1/13/2003]

 

Ok guys, i think im grasping this

however i wont be introducing anything from a B18 to my engine. it wll be a b16 block bored to 83mm with a b16 head.

If i use 83mm 9:5:1 (for arguments sake) pistons, will they remain 9:5:1 with my B16 head.

i dont want to order pistons then find that they have changed compression due to my set up.

 

just make sure you order them for a b16 block and crank.

 

If the pistons are made for a b16 head and you use a b16 head, the cr will equal what the pistons are made to produce, in theory. This is assuming that you are using stock valves, and your head hasnt been milled, etc.

 

Ok dick. Do I need to get in an arguemant with your sorry *** too? By the way the B18c and B16b in Japan don't run the same combustion chambers. They are individualized to the stroke and flow characteristics of each block. I'm sure you can understand that correct? Stroke also effects flow with piston speed and that's taken into account at Honda that's why their engines flow so well for specific displacement. Please read on and let me school you. Besides haven't decided to go back to school yet. I was made an offer that is very tempting. Read on anyways.


Actually it's because the combustion chambers in the heads are different. It has nothing to do with the stroke in this situation, if it did the pistons would have to be checked so they didn't go out of the sleeves, but your supposed to clay them when using different pistons than the head was designed for. Trust me that's why there's a difference when you build an Ls vtec depending on which head you use.(that is if your using the same exact pistons with each set-up) Stroke and rod length effect the dimensions but that's only to increase or decrease the actual displacement of the entire set-up. In this situation it's the combustion chamber. Stick with the pistons designed to work with that head and check your clearances.

I think you're the one that needs to take some engineering courses and understand that it has nothing to do with this kind thing. This is design geometry from an engineers point of view, but it's also common old school hot-rod logic.

edit: Sorry my English sucks...

Go with high compression and lower boost levels. You wil have next to no lag. If you go BB turbo lag will no longer be in your vocabulary.


[Modified by tzsir, 1:47 PM 1/13/2003]


[Modified by tzsir, 2:02 PM 1/13/2003]

 

Ok fella's a few things......

FIrst, EXCELLENT information!! but lets try and keep it clean, no need to fight! we all on the same team! there are plenty of DSMers we can fight with!

my head is stock and will remain stock this season.
Right now im spooled by about 4500, i run a T3/T04e non BB turbo.....id like to produce in the 350HP range this year.

 

I'd go with a domed 10:1 or a 10.5:1 unless you want to spend a lot of time tuning with a higher set-up. If you go with a non-domed variety go dished to avoid any combustion in-stabilities.
I would personally go 10.5; or 11:1 with a domed variety to keep the mixture closer to the exhaust valve when it'c compressed like stock, you know what I mean?

 

i DO understand what you are saying, but geez that goes against EVERYTHING ive EVER heard about boost = low compression, its just hard to swallow ya know?