hey i would like to know what could be done to improve the performance on this n/a to be engine all most built but looking for some litlle advice from you guys on knowing what could be improved ! mostly on the head the bottom part of the engine is okay should i change the springs on the head ?
thx
here is the list of parts
Block
B18B 1994 LS Block
Golden Eagle Sleeves
1995 B18b LS Crank
Block has been bored
1995 LS Rods Shotpeened for extra strength
B18B Crank has been Micropolished
Crank has enlarged oil journals for better flow
Crank has been balanced
Brand New Forged Pistons 11.6:1 Compression Ratio
New Piston Rings
New Main Bearings
New Rod Bearings
New Cometic Head Gasket
ARP Head Studs
Gsr Oil Pump
Gsr Water Pump

Head
92 B16 Head
Head is Freshly Ported and Hot Tanked
Intake and Exhaust ports ported
Intake and Exhaust ported polished
Head Resurfaced and Milled
Combustion Chamber Polished and Deburred
Bowl Blended
3 Angle Valve Job
Skunk 2 Stage 2 Spec Camshafts
Skunk 2 Dual Inner Valve Springs
Skunk 2 Dual Outer Valve springs
Skunk 2 High Compression Valves
Skunk 2 Titanium Retainers
Skunk 2 Adjustable Cam Gears

Modified by PiMp0r at 4:15 PM 3/5/2005


Modified by PiMp0r at 4:17 PM 3/5/2005

 

you may have all the right parts but its all in the tunnin
good luck with the build up post some numbers when you finish

 

sounds good. the key is in the head work P&P ect. bad work= poor power
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SiR-EK &raquo;</TD></TR><TR><TD CLASS="quote">you may have all the right parts but its all in the tunnin
good luck with the build up post some numbers when you finish </TD></TR></TABLE>
good luck!

 

sure will i wish im gonna do high 12 low 13 in my ef



Modified by PiMp0r at 9:43 PM 2/17/2005

 

nice set up...might want get skunk valve springs

 

goood build man... i wish you luck. what car is this going in

 

You might have a little side rod clearance problem with the GSR rods on the LS crank.

 

yeah like i said the bottom part of the engine is all ready built so is part of the head but some one told me that stock spring are not that great so was wondering before finishing everything on getting everyone point of view

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by PiMp0r &raquo;</TD></TR><TR><TD CLASS="quote">
here is the list of parts
-B18B 1994 LS Block
-Golden Eagle Sleeves
-Block has been bored to 87mm
-1995 B18b LS Crank
-B18B Crank has been Micropolished
-Crank has enlarged oil journals for better flow
-Crank has been balanced
-P72 Gsr Rods Shotpeened for extra strength
-Brand New Prelude Type S Pistons 87mm Bore 11.6:1 Compression Ratio
-New Piston Rings
-New Main Bearings
-New Rod Bearings
-New Head Gaskets
-ARP Head Studs
-Gsr Oil Pump
-Gsr Water Pump
-92 B16 Head
-Skunk 2 Stage 2 Spec Camshafts
-Head is Freshly Ported and Hot Tanked
-Intake and Exhaust ports ported
-Intake and Exhaust ported polished
-Head Resurfaced and Milled
-Combustion Chamber Polished and Deburred
-Bowl Blended
-3 Angle Valve Job
-Type R Valve Springs
-Dual Inner Valve springs
-Type R Outer Valve springs
-Type R Valves
-Skunk 2 Titanium Retainers
-Unorthodox Super Light Racing Crank Pulley

</TD></TR></TABLE>

Curious! How did you use GSR rods when they are longer than the LS rods? And why, you could have just shotpeened the LS rods! H22 Pistons, isnt the wrist pin bigger than the B-series? And how did you get 11.6:1 CR, it seems that it would be a lot higher since you have such a big bore, dome pistons, 89mm stroke, and a Vtec head!

CTR's in a LS alone yield 12.4:1 CR with an LS head
And P30's in an LS yeild 11.1:1 CR with an LS head


Either you miscalculated or I smell bullshit! do you have any pics?

 

Here is the problem I see in your setup:

87mm bore

GSR rods:

B18b rods: 5.394"
B18c rods: 5.429"
difference of .035"

the B18c1 and the B18a/b blocks both have a 8.347" Deck height. A B18b with stock crank, rods, and pistons have a piston to deck clearance of .030". this means the GSR rods are going to push the piston out of the block by .005".

H22 Type S Pistons:

To start the wrist is bigger for the H22 Pistons(22mm) compared to B-series wrist pins 21mm. Next the H22 pistons have a compression height of 1.222" compared to the stock B18a/b's 1.181". Now when using CTR pistons in an LS block with stock rods you end up with a 0.00 piston to deck clearance b/c the CTR's compression height is 1.211". So using an H22 piston, the piston would stick out of the block by .011".

So lets add this up:

B18b block + B18b crank + GSR rods + H22 Type S Pistons = piston to deck clearance of -0.046

DAMN! that means that with a PR3 head unmilled, you should be at 16.6:1 Compression!

 

ouch

 

ouch what ?
you dont even know what your talking about

 

you guys are on crack ! yes i have pictures of this engine so with your miss calculation stfukthx










Modified by PiMp0r at 8:03 PM 3/1/2005

 

we used ls rods and didnt update the listing correctly. I think its pertty obvious!
gives more torque than gsr rods anyways.
and the h22 pistons doesnt have a dome that high
I dont know where youve read that but anyways
and yes the wrist pins are bigger, the rods where machined! DUH!?!

probably you dont know as much as you think
cause you calculated wrong even do if we use the numbers you said
it would give about 13.7 of compression
but you were wrong and if you really take everything in consideration youll see that we have 12:0 with the high compression skunk2 valves

so SEE for yourself if it looks wrong budd!
take care setup haters!

 

looks good.
I love to see OEM na builds...
...well mostly OEM.

 

i updated the list from the engine to the final built so check it out

 

It wasnt so much the H22 Pistons. Also you did not specify USDM or JDM. Either way the compression height is close to that of CTR Pistons, so thats not the issue.

The issue was the claimed use of GSR rods, which would have made a huge difference compared to LS Rods.

Thanx for the update and good luck on the dyno with that build! I hope you turnsome nice numbers!

 

thx alot guy

 

nice reply man
sorry if i was a bit aggressive
a lot of peeps are always lowering down setups because theyre jalous
im shure its not your case hehe
thanks for the
well post some numbers this summer
next step is probably going to go ITB's

take care!

 

might want to invest in a girdle kit, people tend to spin bearings with out them, and make sure the new main bearings you get are silicone injected

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by nautech &raquo;</TD></TR><TR><TD CLASS="quote">nice reply man
sorry if i was a bit aggressive
a lot of peeps are always lowering down setups because theyre jalous
im shure its not your case hehe
thanks for the
well post some numbers this summer
next step is probably going to go ITB's

take care!
</TD></TR></TABLE>

Its al good. Im not a hater, I admire creativity in a build. But one thing to remeber is that there are many ppl on here that claim this and that and dont have squat. So when something sounds funny I call them out on it until I get an explaination.

I am interested and hope to see numbers soon!

 

will post some numbers with in a couple of month still wondering if where going to get ITB and hondata fuel management for this summer or not ...


Modified by PiMp0r at 8:12 PM 3/3/2005

 

u wanted to know about the headwork right. u mention port an polishing on both exhuast and intake ports. exhaust ports wanna get as close to mirror finish as u can, but the intake side shouldnt be considered "polished". u want a little roughness to somewat help atomization of fuel comin in. unless its interpreted wrong, ur head isnt realli worked for maximum results.

 

you're using 87 mm bore? whoa...
for doing it... but aren't you scared of sealing problems?

 

the head is fine now at first where where putting mostly oem **** in it but now its all skunk2
looking for deals on a hondata s200 and a ITB setup