non-VTEC

my b20/vtec

http://www.youtube.com/watch?v=LyCKij30TIY

TJH Racing!

SINGLE CAM VTEC MOTOR BONE STOCK MOTOR 300 HP TO THE FLOOR!!
THAT JUST HAPPENED RACING RIVERSIDE,CA (951) 689-0758

DDTECH

this isn't a advertisment.. there's plenty of people who have already done this..

TJH Racing!

did i try selling anything? or so people say they make 300 HP to the floor

DDTECH

ya.. go-autowerks has a d15b bone stock making 288whp...

plenty of people are breaking 280+whp with stock d series on nitrous and turbos...its nothing new.

lsvx92eg

race fuel, if its a DD or going ot be driven on the street i would look into going E85, i am doing E85 on my b20 but i am also going to be making 650 on a fully built sleeved motor.

Its not my dd and im not sleeved.i want something good not saying e85 isnt but its scarce in my area its easier to get vp fuels.

intense4thgen

just retuned mine on saturday made better numbers then last season

old setup was a b20/vtec stock b16 head ,intake and TB
mahle 84.5mm pistons and eagles
arp mains and head studs
balanced rotating assy
made 422/301 on a gt3076r at 13.5psi straight pump tune

changed a few things over the long winter here
new setup is same but added a victor x kept the stock b16 TB
changed the turbo to a billet 6265
upgraded the gate from a 38mm to a PTE 46mm
and aem water meth kit for safe measure
car now makes 486/325 on 17psi
here is a shot vid the tuner did for me
http://www.youtube.com/watch?v=BMVVPEef3s4

94GSRMR

Bump

EsotericImage

iTrader: (8)

ahh what the hell, Ill play along...





I have a .42/.48 super 60 on a low conservative boost.

94GSRMR

Anybody have any stock b20/vtec turbo set ups making around 400whp??

EsotericImage

iTrader: (8)

anything over 250 WHP will not last too long under stock trim..These engines are not designed to rev that high.

Im sure it has been done, but the longevity will be another story.

94GSRMR

I just sold my integra ls/vtec 9.0:1 gsr head 6262 type r cams 81.5mm made 371 252tq @17lbs wish i hadnt but now i have a b20 bottom end 9.0:1cr piston 6262 trying to find a vtec head i want to push for 371+ on e85 maybe it wont last maybe it will.. Just have to ride it out...

Wyatt.Earp

Boosted crv's lol

EsotericImage

iTrader: (8)

Im sure you already know about the paper thin walls on the b20.. good luck

94GSRMR

I have heard about the realibilty of the b20 walls. I have seen stock 81mm walls not hold 275hp even for a day. I was screamed at for not running a girdle in my ls/vtec block turning 8600 becuse ppl feared spining/slinging a rod. Talking about goodluck.. Lol my thing is these motors have been theorized and turned into principles of law and the laws have been condescended so many times that anything goes... It was theorized that nippon pistons were garbage , but that throry was tested wrong by a member on here making 500jp on stock sleeves for quite a while.. But im going to shut up now until it cracks a sleeve..

Spawne32

iTrader: (3)

the sleeves arent paper thin on a b20, its the fact that its a mono sleeve which is what causes the weakness

94GSRMR

Thanks spawne also the water jackets differ on the ls/i think lol

Spawne32

iTrader: (3)

http://dwolsten.tripod.com/articles/jan96a.html

"In automobile development, the weight reduction is and always has been a significant and challenging issue. When the weight of the engine itself is to be reduced, the proportion of the weight reduction accounted for by the cylinder block is very large and thus very necessary," asserts Honda. The company has been vigorously developing and producing engines, many of whose major components are aluminum, particularly cylinder blocks. It adds, "Cast iron sleeves are being used as cylinder liners in more aluminum engines; this is an obstacle to further weight reduction." Some of the solutions Honda suggests are use of 1) a hyper-eutectic aluminum-silicon alloy (A390), 2) an aluminum liner on which Ni-SiC powdered dispersed plating is applied, and 3) a metal matrix composite, any of which enables the production of a linerless light-alloy cylinder block. At present, its cost is prohibitively high and its manufacturing process too complex for volume-production vehicle models.

So the more-commonly used technology is separate iron liners cast in the aluminum block, which in Honda engines requires at least a 9 mm minimum distance (web) between cylinders. These factors determine an engine's outer size in proportion to its cubic displacement, and there lies, literally, a rub.

In more practical considerations, Honda was readying its first compact sports utility vehicle, the CR-V, which would be produced, including its aluminum engine, at the company's Suzuka factory, the home of Civic cars. In fact, the CR-V, though a considerably larger vehicle, belongs to the broad Civic strategy that the company was pursuing, and that would produce more variants and derivatives.

The CR-V, with good off-road capability, would need an engine with about a 2.0-L displacement. Honda's type F20A engine of the Accord family, with its width of 694 mm, would not fit in the shell, and comes from another factory source. The engine must be of the compact type-B family, for the sporty Civic and Integra cars. The type B16A 1.6-L unit, and the B18B 1.8-L version, shared the same block with with the engine's overall width of 601 mm. The B18B's 1834-cc capacity was obtained by stroking the B16A to 89 mm. Further enlargement to a planned 2.0-L capacity could only be achieved by increasing the bore of the B18B, however, the engine's high-pressure die cast aluminum block with separate iron liners left no room for such enlargement. Thus the development of a new one-piece cast liner unit with four integrally cast cylinder liners came about, which Honda describes as "consecutive liner construction," or "quad-sequential sleeve block." It is more like Siamese-quadruplets. With this liner construction, the web distance, or distance between the inner walls of the adjoining cylinders, could be reduced to 6 mm from the separate lines' 9 mm, while retaining the same bore pitch. This was the essential requirement so that the new block could be cast and machined on the existing Suzuka lines. This enabled the addition of 3 mm to the bore, to 84 mm which, combined with the B18B's 89 mm stroke, increases the engine's cubic capacity to 1972 cc. Further, the increase in block mass is only 0.8 kg, from the B18B's 25.3 kg to 26.1 kg. Efforts were made to shave mass from other internal and external components of the B20B, achieving the end result of a total dry mass of 144.5 kg for the new engine, to the smaller displacement B18B's 148.1 kg, making it one of the lightest in its displacement category.

There were a number of technical problems that accompanied the new block construction that had to be solved. The main problems and solutions were as follows:
Deterioration in cylinder cooling because of the mono-liner construction--The liner connecting point between two cylinders is the most critical area that may be affected by different temperatures between the two materials, the aluminum block and the cast iron liner (there is no coolant passage in this area). A number of connecting point configurations were investigated at WOT at 6000 rpm. An optimized connecting point configuration with the least temperature rise in the area and in the aluminum portion was selected to ensure adequate cooling capability.
Casting gap that may develop between the iron liner and the aluminum block body during aluminum's solidification process--With the mono-liner, the direction of molten aluminum's solidification is different from that of casting-in separate liners. Residual stress exerts inwardly and fairly evenly in the case of separate liners, whereas with the mono-liner unit, its direction is outward along the aluminum casting's outer periphery, thus causing a separation or gap. Honda's solution was the casting of "spines," tiny cylindrical protrusions on the outer surfaces of the critical areas of the liners that ensure secure bonding of the two materials. Honda reports that gap occurrence has been reduced to one percent of what it would be without the spines.
Damaging of the casting and spine by residual stress--The spines receive solidification and contracting forces, thus the area around the liner wall connecting point is subjected to extremely high residual stress, which may damage the spines or crack the aluminum casing. A clamp placed atop each cylinder liner, that provides a path to molten aluminum, disperses concentration of stress, making it similar to that of a separate liner.
Liner distortion due to casting stress--In the mono-liner block casting, contracting force is greater in the X axis (the block's lengthwise direction), that may deform the cylinder bore shape. The mono-liner unit has calculated, slightly oblong circular shapes that re-form to true circular shapes during cooling. Further, the liner unit's bottom portion is subjected to higher solidification stress, bcause of larger aluminum mass in the area. The liner is, therefore, initially shaped as a frustum, which re-forms into a right circular cylinder in casting.

A senior Honda engineer says that mono-liner casting techniques had been presented in papers, the oldest by Ford to his knowledge, and some six years ago by Daihatsu; however, one has reached actual product application. Honda has applied for 13 patents comprising 44 items, according to the engineer.

94EGCoopey

Bump for Boosting my CRV.

Builda'Teg_92

300hp single cam, but still can't perform a simple headgasket

Sry but it looked like an advertisment, beware

Dyce

Setup:
Precision 440cc injectors
Walbro 255 fuel pump
SRE intercooler piping
JDMSPORT log manifold
EMUSA wastegate
CX Racing intercooler
HKS bov
EBAY 60trim turbo
2.5in dp / exhaust

Completely Stock B20b
226whp / 197tq @ 10psi

i want more power so im thinking about upgrading to either a ramhorn or topmount manifold. anymore advice? My goal is to hit 250whp

Benj@mmin

Stock b20 block, stock b16 head
Golden eagle head studs
AEBS intake manifold
full-race turbo manifold
Garrett 60-1 .63 ar turbo
255hp walbro
1000cc rc's
E85
stock FPR, and stock return line
gm 3 bar
Hondata s300

Tuned in Colorado the motor made 440/330tq @12psi, stopped there to be safe but i'm sure it'll make well over 500 with a little more boost or timing, we were pretty conservative with the tune. Stock high hp b20's will last with a good tune and if you don't beat the motor to **** everyday.

Dyce

im guessing b20s dont like cast manifolds

b20ricepower

My old setup...
Bone stock internal b20b with victorx intake manifold, 70mm tb, ramhorn manifold, garrett 50 trim with .63ar turbine, 2.5in downpipe 3in exhaust. Made 245whp on 8lb and 278whp on 11lb. Drove it every day for a year and a half

backforgood

stock b20z. 660cc denso injectors: 255 walbro fuel pump: front mount and aluminum piping: stock exhoust with stupid cat..(thats for cali cops) boooo... soo restrictive.. t3/t4 57 trim at 5 psi I only made 181 whp... sucky but this exhoust and cat is sooo restrictive that I couldnt get my boost up past 5.5 psi... but its a start and gonna take her to the track this weekend.. I know its got way more so next on the list is a electronic cutout, on E85 and 11 psi.... ill post numbers and time slips afterwords....