is there any real difference in going b20 over the ls or are the pretty much the same thing except for displacement.

 

b20 84mm v. b18 81mm bore size....

cranks are different too i think....

 

no the cranks are the same but the b20 just has weaker sleeves then the ls motor.

 

Pretty much the same over than the 84mm bore and IM! B20 does have weaker sleeves, but it would still be my choice.

 

thanks for the input

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hybrid_vtec &raquo;</TD></TR><TR><TD CLASS="quote">Pretty much the same over than the 84mm bore and IM! B20 does have weaker sleeves, but it would still be my choice.</TD></TR></TABLE>

i would only worry about the 3mm difference in bore size if i were talking FI....but then again, some say theres no replacement for displacement.....

you really cant go wrong with larger pistons, IMO.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sik_sol &raquo;</TD></TR><TR><TD CLASS="quote">

i would only worry about the 3mm difference in bore size if i were talking FI....but then again, some say theres no replacement for displacement.....

you really cant go wrong with larger pistons, IMO.</TD></TR></TABLE>


It is easier to achieve 200 whp on a B20 allmotor(nonvtec) than it is on a B18b allmotor(nonvtec). You will spend less money on the B20 to reach 200 whp as opposed to the B18b which will cost a lil more to make the same numbers.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hybrid_vtec &raquo;</TD></TR><TR><TD CLASS="quote">


It is easier to achieve 200 whp on a B20 allmotor(nonvtec) than it is on a B18b allmotor(nonvtec). You will spend less money on the B20 to reach 200 whp as opposed to the B18b which will cost a lil more to make the same numbers.</TD></TR></TABLE>

i rest my case....

 

will the stock b20 sleeves handle a all/motor nitrous setup?

 

It should but be careful and do it right! Sleeving the block and using aftermarket pistons would be wise, but you should fine on stock sleeves. They make block posting kits as well as block guards.

 

well, i'll be oversizing my LS block when i go to build it up a bit. ARP main studs and rod bolts, 82mm USDM ITR pistons, stock sleeves, crower 404's (LS no vtec here) and 7500rpm, maybe 8000, but this is a daily driver that gets the hurt put on a lot and some road racing. stock head casting, but not worried. my torque peak is over 6000 with stock pistons, so i think it'll make power all the way to 8000. not shooting for 200whp, but it'll be 1880cc, so i'll have a B19 no VTEC. i'm expecting 170-175whp with minor head cleanup performed by me. very minor headwork, just cleanup like i said. unless somebody wants to donate a little time on my head in trade for me donating a little time on their tranny.

 

I made 175whp with stock head with 60k miles on it. No clean up or port at all. My old setup was standard CTR's, Crower 404's, Skunk2 mani, and a chiped ECU.

 

at 8000rpm?

 

wow 175hp off a b20 with comp bump and 404's. that's dope. what tranny did u run in it? b16 maybe... i was thinking of going the ls all motor route but now i'm starting to drift towards the displacement since i have a smog hookup i don't gotta worry about trying to pass a suv/truck motor in a sedan

 

I made power to about 7.7k........And its not a B20, but a B18B it is! Now I am going 13.6:1 with 405A-2's and a p&p. Cant wait 2 dyno.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by dohcter g &raquo;</TD></TR><TR><TD CLASS="quote">I made power to about 7.7k........And its not a B20, but a B18B it is! Now I am going 13.6:1 with 405A-2's and a p&p. Cant wait 2 dyno. </TD></TR></TABLE>


Can not wait to see this! Wish ya luck! Take pics and vids for me! Too bad Im not in Roanoke, VA still, I'd go down to NC and see Jack at P1 Auto and this Civic get dynoed!

Another impressive non vtec build is Allmotornonvtec's allmotor B20: 198 whp and a 12.12sec 1/4 mile!
Pirate's F&H series nonvtec hybrid put down 180 something whp and 171 ft-lbs TQ.

 

wow, 171ft-lbs. DAMN

 

any vids yet??

 

why does everyone think the b20 sleeves are weaker than the ls?

 

i was curious does a b18 ls head fit on a b20 short block?

 

yup is does.

 

I cant wait to finish my setup. When i get back from the beach the head is going off to Brad at RLZ for a valve job . With my portwork and his badass valve job im hoping to get the head to flow around 250cfm( ). Besides that im gonna run either 404's or 405a's(cant decide), S2 IM, CTR's, RMF header, and maybe some ITB's. I cant wait to see what she'll do

 

thinner, 84mm vs. 81.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Tmack &raquo;</TD></TR><TR><TD CLASS="quote">why does everyone think the b20 sleeves are weaker than the ls?</TD></TR></TABLE>

Not trying to be an ***, but search around there is a write about the flaws on the B20 sleeves, and by Honda Engineers of ppl! I would find it but I am too lazy right now.

 

Ok i did a search and came up with this conclusion. The actual sleeves in a b20 are the same thickness as a b18 except the area that connects neighbouring cylinders(i guess this is what the term 'siamese' refers to?). This makes perfect sense and im assuming this is where most b20's crack. They crack due to neighbouring cylinders wanting to move and flex from each other during high rev's cracking the sleeves. Im also going to assume that cracking ONLY HAPPENS between the #1 and #2 cylinder and the #3 and #4 cylinder, and not the #2 and #3 cylinder. Now in my thinking, a block guard should fix this problem. Has anyone cracked a b20 sleeve with a block guard installed? Has anyone cracked a b20 in between #2 and #3 cylinder?


Modified by Tmack at 7:33 AM 6/14/2005