Alright I have come to the conclusion that I need help in picking the right parts for this job. My goal is to make 200whp w/o vtec or FI. So I'm in need of some serious help.

I figured boring out to 2.0L would be a great place to start since in this build there is no replacement for displacement. Now I have also looked @ the Eagle 95mm Crank to be used w/ Eagle Long Rods. Now I know when you increase the stroke you can call it a stroker. Is this a good way to increase power in a N/A powerhouse?

As you can see I'm in need of some serious help.

My guidelines for this build are:

93 Octane
Non-Vtec
No Forced Induction

 

Sleeving to 84mm will be great, but I would go more and sleeve it to more of 85 or 86mm bore. Stroking it would be awesome as well whether you go 92 or 95mm. IMO though I would get a deck plate and use longer rods so you will have a better rod/stroke ratio!

The only problem I see though is money! To assemble a block like that is going to cost you about $2500 to $3000! You got the money, I would love to see it built!

 

YES STROCK ER KITS MAKE POWER BUT MORE IMPORTANTLY THEY MAKE TORQUE here is some basic guidlines to do what you are trying to do

b18b or b20 block sleeved 85.5mm
eagle or crower strocker kit 2.2liter
13.5 or so compression pistons
itr oil pump
a GOOD CNC ported head with valvetrain
good cams (crower,crane ect big lift)
adjustable cam gears
a good large ported intake manifold
a 68-70mm t-body
some 440cc injectors and a good header


GOOD LUCK !!! these are just some guidlines

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HOOKUPS &raquo;</TD></TR><TR><TD CLASS="quote">YES STROCK ER KITS MAKE POWER BUT MORE IMPORTANTLY THEY MAKE TORQUE here is some basic guidlines to do what you are trying to do

b18b or b20 block sleeved 85.5mm
eagle or crower strocker kit 2.2liter
13.5 or so compression pistons
itr oil pump
a GOOD CNC ported head with valvetrain
good cams (crower,crane ect big lift)
adjustable cam gears
a good large ported intake manifold
a 68-70mm t-body
some 440cc injectors and a good header


GOOD LUCK !!! these are just some guidlines </TD></TR></TABLE>

a good tuning program as well:
Neptune, Uberdata, Hondata, Crome..etc

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HOOKUPS &raquo;</TD></TR><TR><TD CLASS="quote">YES STROCK ER KITS MAKE POWER BUT MORE IMPORTANTLY THEY MAKE TORQUE here is some basic guidlines to do what you are trying to do

b18b or b20 block sleeved 85.5mm
eagle or crower strocker kit 2.2liter
13.5 or so compression pistons
itr oil pump
a GOOD CNC ported head with valvetrain
good cams (crower,crane ect big lift)
adjustable cam gears
a good large ported intake manifold
a 68-70mm t-body
some 440cc injectors and a good header


GOOD LUCK !!! these are just some guidlines </TD></TR></TABLE>

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 98vtec &raquo;</TD></TR><TR><TD CLASS="quote">

a good tuning program as well:
Neptune, Uberdata, Hondata, Crome..etc</TD></TR></TABLE>


Definitely! The cost for a block like that though is going to be pricey. Other than that though, nonvtec parts are cheap! With a motor like that 200 whp is easy! Hell I'll estimate 220 whp would be easy! The torque would be insane!!!!

For the cost though why not build an H23? Think about it, 2.3L, 87mm bore, 95mm stroke, and parts are cheap as well! You could probably achieve the same goals for a lot less money! Crower makes cams for the H23 too!

 

i just want a challenge w/ the B18B. Also w/ 13.5 compression I can't use 93 octane so it rules out that high of a CR.

What is the MAX CR i could use to be able to still run 93 octane?

 

sure you can. Dont believe what others tell you....with a good tune..that compression can be ran on pump gas, but i would say thats as high as i would go, lol

 

also something to think about maybe m right or wrong not sure but i wanna throw it out there. When you go to do a bore that big its also not as safe to run pump gas is what i was told. Wouldnt you run into some problems with it like that

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by jdmgsr_eg6 &raquo;</TD></TR><TR><TD CLASS="quote">also something to think about maybe m right or wrong not sure but i wanna throw it out there. When you go to do a bore that big its also not as safe to run pump gas is what i was told. Wouldnt you run into some problems with it like that</TD></TR></TABLE>

Bore has nothing to do with what octane gas you run. Octane is only the ablity to resist against detonation. Alot of people put higher cr pistons when they bore it so that might be what youre talking about.

 

13.5-1 is a good comp ratio for pump gas if you want to run 22 degrees of timing and lose BHP. Read the shoot out deal with pump gas , the engine HOOKUP's did a header for was 11.5-1 and won with ITB's. Maybe he knows more than the guys that built motor, or Skunk, JG, and OMNI they all ran approx. 11.5-1

 

My 12.4 CR LS was fine with 93 octane and stock injectors. 310cc injectors are as big as you want to go for your setup.

 

I currently use stock injectors as well, but I am up'ing to OBD-I H22 injectors which are 340cc, I believe.

 

I have thought of using them......I already have the Resistor box. Rick, do you have a link for hondas and injector size? IF so email me, thanx.

 

http://www.allmotorhonda.com

 

yes true our b-series shootout motor was 11.8:1 but on 93 i would recc no higher than 12.2:1 .... just my 2 cents

 

An LS motor with big cams bleeds so much compression that 12.4 might actually be 11.7 in the real world due to overlap and duration.

Just an example would be my engine. My CR is calculated out to be a solid 14.2:1.
But after calculating in elevation and my cams it ends up being only 12.6:1.

 

12.4:1 Static compression on an LS motor with 405 cams ends up being 11.23:1 Dynamic compression(actual compression).

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hybrid_vtec &raquo;</TD></TR><TR><TD CLASS="quote">12.4:1 Static compression on an LS motor with 405 cams ends up being 11.23:1 Dynamic compression(actual compression).</TD></TR></TABLE>

He's da man!!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hybrid_vtec &raquo;</TD></TR><TR><TD CLASS="quote">12.4:1 Static compression on an LS motor with 405 cams ends up being 11.23:1 Dynamic compression(actual compression).</TD></TR></TABLE>

The Cam's Intake ABDC Spec can be calculated :

ABDC Closing = Intake Cam Duration - Intake Valve Opening Crank Angle BTDC - 180

The cam supplier can also provide you with this info.


So what was the Intake ABDC Spec? when you found out the dynamic cr?

 

Most all of that is true, except any decent DOHC engine will at some point (peak torque) be at 100% ve or above. At that point static and dynamic compression are similar, or dynamic is above depending on the VE. If you have a programable ECU that can remove timing at that point, and can match the the whole "dynamic compression" curve with the timing adjustments, go that way, if not, stay on the low side.

 

i recently purchased this b20b (for the price, it was right considering its getting rebuilt)
i have a couple of questions about what was said erilier.

say if i bore the motor out, sleeve it, and stroke it with an egile crank/rod kit, what else would i want to do to the block to be able to achive high revs with out worring about throwing a rod. the cr prob would be pretty high. there are just too many choices. i will be running dual sidedraft carbs so ill defentally need some aggressive *** cams. since ill have 2 heads i will send one out to get dont and ill praticing porting on the other along with one of my d series heads. what i wanted to do, and i know it will take alot of time and money, is built a nice eagle bottom end, maybe possiably able to handle a 50 shot in the future. i was planing on going with crower componets for the head but considering the high compression, the carbs, the high revs and the 50 shot, is there a better choice for head componits?

 

boy, i really can kill a good thread

 

yeah, dynamic c/r definitely has me. i'm waiting to do the bottom end on my motor. i got 404's on a stock block, stock redline. dynamic c/r is 8.6:1. that's total crap! there's SOO much more power i could be making, but right now, i've got **** on top of **** on top of **** and it looks like i'm never going to get a grand saved up to throw into my bottom end. i'm doomed to archaic c/r forever!

 

what are the consideriations when trying to determine you redline or a built block and head

 

weeeellll, when you keep on revving and you're not making any power, you're revving too high. look at your dyno curve.