more power with less money
Thread Starter
Joined: Mar 2005
Posts: 61
Likes: 0
From: ontario, ca, usa
more power with less money
How To Get In The Honda Power Game While On A Limited Budget
Insider information usually pays off in spades. In the world of Honda Tuning, that payoff is power. In some cases, enthusiasts can over pay for their power by buying over-engineered (for their application) and costly aftermarket parts. Make no mistake, there are times when stepping up to the plate is the only way to go. But there are certain instances that if you know the secrets of the trade, you can save money and make power. One of the key ingredients is parts interchangability. The ability to make the most use of advancements in OE Honda hard parts or go retro to make up for oversights are big reasons why building Hondas is so much fun.
ROD TECH
One of the best-kept "Honda Trade Secrets" is the use of 1990 to '97 Acura Integra B18A non-VTEC rods in singe-cam D16 engines. The rods can be purchased at local junkyards for about $100 for a complete set This is no bolt-in, but the necessary mods can be performed by a machine shop for about $100. The small-end bore of the rod must be re-sized by re-bushing the bore to accept the smaller pin of the Civic engine. On the big end, the rod needs to be lathed to Civic-spec thickness. This set can handle up to 300 hp at the drive wheels and cost less than half of what aftermarket units go for. |f you're intimidated by the machine work, a set of 1986 to '89 Integra rods are strictly bolt-in affairs, using the Integra rod bearings. This method will support up to 225 hp. it should be noted that not all '86 to '89 rods are thicker than stock. Careful attention should be paid at the point Of purchase to ensure that the rods will provide the extra durability.
HEAD GAMES
It's no secret you can swap a head or intake from an older Civic or Integra to a newer example as long as the engine code numbers match. But what do you get? Bolting a 1994-up Integra non-VTEC head on a 1990 to '93 non-VTEC block is a common swap. The late-model, non-VTEC head has slightly larger intake ports and better flow. Running a 1994-up intake will further boost output because of its longer runners and superior plenum design.
The hardest hitting head swap this side of a Frankenstein motor (B18A block with B18C/B16A head, is running a 1997 to '98 single-cam VTEC head on 1992 to '95 Civics. "Die newer head utilizes a square combustion chamber compared with the circular combustion chamber of the original. The head provides a better quench area for the air and fuel to be ignited, which nurtures efficient ignition of the charge and better power production. The swap also bumps compression by a half-point, which translates into better low-end throttle response and increased overall power. Displacement equates to power. The 2.2-liter Prelude VTEC can be stroked to 2.3-liters by putting the Prelude VTEC head onto a non-VIEC Prelude block. It should be noted that any time the VTEC effect is introduced, proper fuel tuning and VTEC engagement should be addressed.
THE POWER OF PISTONS
Bumping the compression in an Integra GS-R engine is simple. Slugs from a B16A powered del Sol or SiR engine will fit in the GS-R cylinders. The B16A pistons are domed designs compared with the Hat-tops in the GS-R and therefore increase compression. Purchasing an overbore set from a Honda dealer will set you back $300, but bump compression up nearly one full point.
Another piston possibility is installing 1986 to '89 Integra slugs into a 1988 and up Civic or CRX D16 engine. The bore sizes of the two blocks are practically identical and the dome design of the Integra pistons generate a 3/4-point jump in compression.
GASKETS: STOP-GAP MEASURES
As the blocks and heads match, so must the gaskets. Most Integra owners know that head gaskets cost a grip. Here is a slick way to save a few bucks-find out in what year your engine debuted. For example, the B18A engine was introduced in 1990, so order that part number and reap the benefits. The same can be said for other hard parts, namely timing belts, oil pumps, oil pans, pan gaskets, water pump and many of the seals. The lower the part number, the better the price.
If you have a 1988 to '91 Civic Si, OX or 1992 to '93 Civic DX, LX and are running forced induction or nitrous, replacing the stock composite head gasket may be a worthwhile project The composite material is prone to burning and cracking. The fix is simple, run a metal gasket from a 1992-up Civic Si or EX.
PRESSURE, PRESSURE, PRESSURE
If you're rebuilding a B18A and want to pump up the oil pressure, the del Sol VTEC and/or the GSR VTEC oil pump will bolt right on. This is a win-win situation, because the VTEC pump improves pressure and increases volume throughout the system. Be sure to run the non-VTEC sump with the non-VTEC conversion or clearance problems may arise.
WRENCHIN' RIGHT
These tricks of the trade illustrate cost-effective methods of improving performance. Many of these performance options are best executed during a scheduled rebuild or performance build-up. Others are worthwhile endeavors as ground-up projects. However, all the procedures listed in this feature require a fairly high degree of mechanical skill and should only be undertaken by Honda-savvy enthusiasts or a competent shop. The secrets are out; let the wrenching begin
i searchd and searchd for a video for a 11 sec GSR sedan but i saw this pretty insane
Insider information usually pays off in spades. In the world of Honda Tuning, that payoff is power. In some cases, enthusiasts can over pay for their power by buying over-engineered (for their application) and costly aftermarket parts. Make no mistake, there are times when stepping up to the plate is the only way to go. But there are certain instances that if you know the secrets of the trade, you can save money and make power. One of the key ingredients is parts interchangability. The ability to make the most use of advancements in OE Honda hard parts or go retro to make up for oversights are big reasons why building Hondas is so much fun.
ROD TECH
One of the best-kept "Honda Trade Secrets" is the use of 1990 to '97 Acura Integra B18A non-VTEC rods in singe-cam D16 engines. The rods can be purchased at local junkyards for about $100 for a complete set This is no bolt-in, but the necessary mods can be performed by a machine shop for about $100. The small-end bore of the rod must be re-sized by re-bushing the bore to accept the smaller pin of the Civic engine. On the big end, the rod needs to be lathed to Civic-spec thickness. This set can handle up to 300 hp at the drive wheels and cost less than half of what aftermarket units go for. |f you're intimidated by the machine work, a set of 1986 to '89 Integra rods are strictly bolt-in affairs, using the Integra rod bearings. This method will support up to 225 hp. it should be noted that not all '86 to '89 rods are thicker than stock. Careful attention should be paid at the point Of purchase to ensure that the rods will provide the extra durability.
HEAD GAMES
It's no secret you can swap a head or intake from an older Civic or Integra to a newer example as long as the engine code numbers match. But what do you get? Bolting a 1994-up Integra non-VTEC head on a 1990 to '93 non-VTEC block is a common swap. The late-model, non-VTEC head has slightly larger intake ports and better flow. Running a 1994-up intake will further boost output because of its longer runners and superior plenum design.
The hardest hitting head swap this side of a Frankenstein motor (B18A block with B18C/B16A head, is running a 1997 to '98 single-cam VTEC head on 1992 to '95 Civics. "Die newer head utilizes a square combustion chamber compared with the circular combustion chamber of the original. The head provides a better quench area for the air and fuel to be ignited, which nurtures efficient ignition of the charge and better power production. The swap also bumps compression by a half-point, which translates into better low-end throttle response and increased overall power. Displacement equates to power. The 2.2-liter Prelude VTEC can be stroked to 2.3-liters by putting the Prelude VTEC head onto a non-VIEC Prelude block. It should be noted that any time the VTEC effect is introduced, proper fuel tuning and VTEC engagement should be addressed.
THE POWER OF PISTONS
Bumping the compression in an Integra GS-R engine is simple. Slugs from a B16A powered del Sol or SiR engine will fit in the GS-R cylinders. The B16A pistons are domed designs compared with the Hat-tops in the GS-R and therefore increase compression. Purchasing an overbore set from a Honda dealer will set you back $300, but bump compression up nearly one full point.
Another piston possibility is installing 1986 to '89 Integra slugs into a 1988 and up Civic or CRX D16 engine. The bore sizes of the two blocks are practically identical and the dome design of the Integra pistons generate a 3/4-point jump in compression.
GASKETS: STOP-GAP MEASURES
As the blocks and heads match, so must the gaskets. Most Integra owners know that head gaskets cost a grip. Here is a slick way to save a few bucks-find out in what year your engine debuted. For example, the B18A engine was introduced in 1990, so order that part number and reap the benefits. The same can be said for other hard parts, namely timing belts, oil pumps, oil pans, pan gaskets, water pump and many of the seals. The lower the part number, the better the price.
If you have a 1988 to '91 Civic Si, OX or 1992 to '93 Civic DX, LX and are running forced induction or nitrous, replacing the stock composite head gasket may be a worthwhile project The composite material is prone to burning and cracking. The fix is simple, run a metal gasket from a 1992-up Civic Si or EX.
PRESSURE, PRESSURE, PRESSURE
If you're rebuilding a B18A and want to pump up the oil pressure, the del Sol VTEC and/or the GSR VTEC oil pump will bolt right on. This is a win-win situation, because the VTEC pump improves pressure and increases volume throughout the system. Be sure to run the non-VTEC sump with the non-VTEC conversion or clearance problems may arise.
WRENCHIN' RIGHT
These tricks of the trade illustrate cost-effective methods of improving performance. Many of these performance options are best executed during a scheduled rebuild or performance build-up. Others are worthwhile endeavors as ground-up projects. However, all the procedures listed in this feature require a fairly high degree of mechanical skill and should only be undertaken by Honda-savvy enthusiasts or a competent shop. The secrets are out; let the wrenching begin
i searchd and searchd for a video for a 11 sec GSR sedan but i saw this pretty insane
Thread
Thread Starter
Forum
Replies
Last Post
