for all you b and k people
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From: somwhere, ca, united states
for all you b and k people
keeping it all motor single cam bisi ran a 9.805 at 138.07 in the quarter.. ALL MOTOR SINGLE CAM...
http://www.d-series.org/forums...49982
http://www.d-series.org/forums...49982
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From: Southside ATL, GA
Re: for all you b and k people (siregcivic)
Welcome to 5 years ago Just because Bisi can run 9.8's with a SOHC (he's an engineer BTW) doesn't mean that I'd rather have a D series in the place of the B18C5 in my 92 hatch. Don't get me wrong, because I've got a nice D16A6 swap in my 91 hatch too, but using an all-out built, carb'd Accord engine in an ultra-light drag chassis is the WORST way to try and tell someone why you like a SOHC over a K or B swap.
You're pointing out something that probably 95% of this board already knows, and I can see where this is going - the ever-tired B vs. K vs. D topic.
When trying to present your side of an issue try using more logical situations, like a friend or yourself who is running K or B series times with your reasonably cheap SOHC build-up, etc. Using real life examples rather than ONE all-out drag car is more of an "argument" IMO.
BTW:
I have nothing but respect for Bisi and what he's been able to do. I have nothing but respect for anyone who wants to build a car with any K, B, D, H, F, or any other letter of the alphabet engine.
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From: Orlando, FL
Re: for all you b and k people (B18C5-EH2)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18C5-EH2 »</TD></TR><TR><TD CLASS="quote"> Welcome to 5 years ago
Just because Bisi can run 9.8's with a SOHC (he's an engineer BTW) doesn't mean that I'd rather have a D series in the place of the B18C5 in my 92 hatch. Don't get me wrong, because I've got a nice D16A6 swap in my 91 hatch too, but using an all-out built, carb'd Accord engine in an ultra-light drag chassis is the WORST way to try and tell someone why you like a SOHC over a K or B swap.
You're pointing out something that probably 95% of this board already knows, and I can see where this is going - the ever-tired B vs. K vs. D topic.
When trying to present your side of an issue try using more logical situations, like a friend or yourself who is running K or B series times with your reasonably cheap SOHC build-up, etc. Using real life examples rather than ONE all-out drag car is more of an "argument" IMO.
BTW:
I have nothing but respect for Bisi and what he's been able to do. I have nothing but respect for anyone who wants to build a car with any K, B, D, H, F, or any other letter of the alphabet engine. </TD></TR></TABLE>
DAMN!, i couldn't say it any better!
Welcome to 5 years ago Just because Bisi can run 9.8's with a SOHC (he's an engineer BTW) doesn't mean that I'd rather have a D series in the place of the B18C5 in my 92 hatch. Don't get me wrong, because I've got a nice D16A6 swap in my 91 hatch too, but using an all-out built, carb'd Accord engine in an ultra-light drag chassis is the WORST way to try and tell someone why you like a SOHC over a K or B swap.
You're pointing out something that probably 95% of this board already knows, and I can see where this is going - the ever-tired B vs. K vs. D topic.
When trying to present your side of an issue try using more logical situations, like a friend or yourself who is running K or B series times with your reasonably cheap SOHC build-up, etc. Using real life examples rather than ONE all-out drag car is more of an "argument" IMO.
BTW:
I have nothing but respect for Bisi and what he's been able to do. I have nothing but respect for anyone who wants to build a car with any K, B, D, H, F, or any other letter of the alphabet engine. </TD></TR></TABLE>
DAMN!, i couldn't say it any better!
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Re: for all you b and k people (B18C5-EH2)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18C5-EH2 »</TD></TR><TR><TD CLASS="quote">K, B, D, H, F</TD></TR></TABLE>
The F series SOHC heads, and D series heads as well all have near vertical valve angles.
In comparison to the B and H series engines where the valve angles are similar to \ / the F series and D series sohc valve angles are closer to l l
You are able to run 37-37.5mm valves in the F series heads and still allow plenty of clearance for gigantic (.580-.600) lift cams. Running the larger valves in conjunction with a well designed oversized (high flow, moderate velocity) port and a huge cam to follow is a NA engine builders dream.
The other obvious advantage of the F series engine is the fact that the bore centers are the same as the K and H. 90-91mm bores are plenty capable, even larger with deck plates and offset bores. Strokes as large as 105 have been stuffed in h and K blocks. I believe 102 is the largest you can go with aluminum rods though, in either H or K blocks (H for sure). 90x102/2595cc's is about at the 2600cc limit for displacement enforced by the NHRA and the F can do that fairly easily with sleeves and a custom crank. The F block is pretty tall in stock form as well, sharing the same 8.643 deck height as the H22. Its not as tall as the K24 but it is a huge jump from the shorty b and D blocks. Its nice to have the taller deck, especially when your stuffing a large stroke crank in the block.
To some all of this up. Their are positives and negatives in any engine base. its up to you to find the positives and exploit them and find the negatives and eliminate them completely. bisi has obviously done a good job doing both with his SOHC set ups. Give credit where credit is due. SOHC, DOHC, whatever. Fast is fast. There are only a handfull of consistant 9 second all motor cars out there. Bisi is one of them. Leave it at that. i could care less if hes running a D, F, K, flinstone feet, whatever. hard work pays off, for that, Bisi, i congradulate you and every other 9 second all motor honda out there consistantly defying the laws of physics for our enjoyment and inspiration
The F series SOHC heads, and D series heads as well all have near vertical valve angles.
In comparison to the B and H series engines where the valve angles are similar to \ / the F series and D series sohc valve angles are closer to l l
You are able to run 37-37.5mm valves in the F series heads and still allow plenty of clearance for gigantic (.580-.600) lift cams. Running the larger valves in conjunction with a well designed oversized (high flow, moderate velocity) port and a huge cam to follow is a NA engine builders dream.
The other obvious advantage of the F series engine is the fact that the bore centers are the same as the K and H. 90-91mm bores are plenty capable, even larger with deck plates and offset bores. Strokes as large as 105 have been stuffed in h and K blocks. I believe 102 is the largest you can go with aluminum rods though, in either H or K blocks (H for sure). 90x102/2595cc's is about at the 2600cc limit for displacement enforced by the NHRA and the F can do that fairly easily with sleeves and a custom crank. The F block is pretty tall in stock form as well, sharing the same 8.643 deck height as the H22. Its not as tall as the K24 but it is a huge jump from the shorty b and D blocks. Its nice to have the taller deck, especially when your stuffing a large stroke crank in the block.
To some all of this up. Their are positives and negatives in any engine base. its up to you to find the positives and exploit them and find the negatives and eliminate them completely. bisi has obviously done a good job doing both with his SOHC set ups. Give credit where credit is due. SOHC, DOHC, whatever. Fast is fast. There are only a handfull of consistant 9 second all motor cars out there. Bisi is one of them. Leave it at that. i could care less if hes running a D, F, K, flinstone feet, whatever. hard work pays off, for that, Bisi, i congradulate you and every other 9 second all motor honda out there consistantly defying the laws of physics for our enjoyment and inspiration
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