KnuckleZ

I just picked up a 93 EG hatch with a B16A. The pr3-4 head has 01 ITR internals and 98 ITR tranny but the block is still stock. This will be my daily driver so it will stay NA but I want a little bit more power from the bottom end. It has a chrome tuned P28 ECU if that matters.

1. Should I get an ITR short block and leave it stock?
2. Keep the B16A block and get CTR pistons?
3. Any other suggestions appreciated.

All in all I want more power and reliability without going forced induction.


Thanks in advance.

2K CIVIC

I would go with the itr shortblock if you have the cash, if not ill suggest gsr and call it a day, oh yea keep the b16a pistons but everything else from the gsr.

newtron63h

heres a possibility for you. http://www.summitracing.com/parts/ESP-81013815/
its an unbalanced kit so youd need to have that done. but it gives the B16 alot more stroke(still slightly less than a B18) and a lil more bore than a B18. theres a few kits available from Eagle, high compression, low compression and mid range.
heres the numbers:
B18C5
Bore:81 mm (3.189 in)
Stroke:87.2 mm (3.433 in)
CCs:1,797 cc (109.7 cu in)

Stroked B16
Bore:81.50mm (3.209in)
Stroke:84.68mm(3.334in)
CCs:1,767cc(107.85c.i.)

very close dimensions which should give very close numbers with the stroker kit putting out slightly less. but eagle uses high quality materials, and its all forged so its gonna be very strong.

another thing to think about is the rod/stroke ratio. the itr is 1.58 and that kit is 1.59. giving the stroked b16 a slight edge(generally higher rod/stroke ratio makes more power). the stroker kit has a lil less stroke so the piston speed is is lower, enabling you to turn the engine faster before approacing stress limits.
piston speed @9k:
B18c5 4,943fps
Stroked B16 4,800fps

just an option to think about. i have forgotten the formula for compression ratio so i cant put the numbers up for each kit.

just another option to think about

hope this helps

Jimster480

higher R/S ratio doesnt make more power. Its just better for revving higher.

you can google for a honda compression calculator so you can try to figure out what the specs are. The Zealautowerks one is pretty good.

KnuckleZ

Well what would be a good upgrade from what I have now? (beside what's already been suggested)

thumper64

H2B would be cheap for the power it'll make, GSR blocks can be found cheap since all you need is the block and rotating assembly.

KnuckleZ

I need reliability and the H2B won't be the smartest idea for a daily driver.

Now, with a GSR block, what pistons? P72's?

Jimster480

well considering that you already have a B series, idk what would be the point of doing H2B. But i also want to know how H2B wouldnt be reliable..

93egSLEEPER

h2b is not a cheap setup IMO. he has a b series already, why spend the money on a h22 then have to buy a $800 mounting place setup. you would be money ahead to build the b16 with nice forged internals and building the head to turn some rpm and make power.
forged internals on a NA build are pretty much bulletproof and would be reliable. what kind of budget are you on?

newtron63h

just going off what my instructors said. same displacement, same compression, higher rod/stroke tends to make more power. not much, but clearly evident on the dyno.

newtron63h

any other thoughts to my suggestion? downsides i dont see?

Jimster480

the reason for that is because it can rev higher. And the formula for HP is TQ * RPM / 5750 so the faster it spins the more HP it makes, provided that its still making TQ.

newtron63h

yvery true, but from what i picked up from them.....all testing conditions were the same.....just longer rods(probably shorter pistons, but same dome/dish design)

newtron63h

thats 5252 jimster, honest mistake.....i do it too, just dont wanna confuse anyone else

Jimster480

ya sorry. Its early in the morning lol

newtron63h

i hear ya.

newtron63h

can you think of any downsides to my suggestion?

Jimster480

I was giong to try to find the parts or get custom rods to build a crazy D series with a 1.83 R/S ratio. Using a D14 (i think) crank or another custom crank with a shorter stroke, in a D16 Block with short pistons and very long rods. I think like 143mm. I think it would be pretty fkn awesome. 10k RPM D16 anyone?

newtron63h

i second the motion. id like to build something similar myself. BUT.......it would have absolutely no torque using a D14 crank as you know. personally im a fan of close torque and hp numbers. traditionally im a vw guy, but honda definitely has its selling points. thats why i like a stroker in a B. adding what B series engines lack, torque.

newtron63h

but the stroke isnt too much that you cant turn 9 or maybe 10k pretty easily

Jimster480

ill sacrifice low end TQ for a F1 style engine. But it would be boosted ofc. Boost from like 5-6k to 10k, would be godlike.

newtron63h

a real beast would be 15k. i cant even imagine what that would sound like......the cam would be screaming. my moms Z6 screams pretty good at 7200...........double? crazy

newtron63h

i kinda doubt you could get a D head to flow that much though, youd have to go small bore and small stroke with the best flowing head(ported im sure) to get to 15k and still making power

newtron63h

sorry OP, were stealing ur thread. my bad

Jimster480

lol the D heads flow pretty well actually. But ya you would have to get it ported. I cant even imagine a D at 15k. If i got 10 or 12K i would be more than happy. Mine already sounds like a monster @ 7400. And its just a vitara setup with a mild cam Z6 head.