I may be putting my b17 back into my old gsr, just cuz they are so rare, seems kinda cool. A little more unique than the honda with a b18 or a b16 stuck in there. Its got a b16 now, the other option is upgrade to a b18, but i figure if i stick with the b17 then I get the little bit more torque/displacement plus i don't have to deal with the many little difficulties of a hybrid. The b16 swap has already been a pain

Anyways, question is, what are the differences between the interals of the b17 and other basic b series like the b16 b18. I know the type r internals are gonna be radically improved, so im just looking at basic vtec engines. What parts are weaker, what parts are stronger, or are they all about the same? Its gonna be hard to find info specifically on a b17 since there are so few, so i want to know if i can use a lot of info from like a b16 b18, thinks like how much boost internals can handle, how high stock parts can rev safely. Stuff like that. So if anyone knows, let me know. Otherwise i'll just compare parts as i swap the b17 back in and cross my fingers that looks aren't too deceiving when it comes to engine parts ;D

 

Differences:

Slightly longer stroke
Slightly longer rod
Slightly different piston dome

To maximize performance, naturally aspirated:
1. High compression (JDM ITR pistons OR CTR pistons OR some US aftermarket; Wiseco/Endyn, JE, Arias)
2. Tuning
a. Adjustable cam gears
b. Adjustable fuel pressure regulator
c. Hondata
3. ITR intake manifold + throttle body
4. ITR cams, valvesprings, Portflow Ti retainers

Good luck!

 

0k your info is off a little bit..

the B17A rods are NOT longer, they're actually shorter.
the B17A has almost no dome, it's very very minute. that's why the compression is so low on a stock B17A (9.7)

LP...
The B17A is just as good a B16A, all parts are about the same as far as strength & rev'ability goes. Indeed, it's a cool block to play around with. I use to have one in my 92 EG, until my car got stolen (late sept. 00). **** car theives. I was running CTR pistons which bumped me up to about 11.4cr. I loved it. I don't know if you're willing to run that high of compression, but I suggest you slap a set of JDM B16A (92+) P30 pistons in that block along with a GSR/P72 head + skunk2 intake manifold....whooee that's a dope daily driver setup. The P30 pistons will fit no problem and you won't have to do the B17A rod-modification like you would if ran any set of 'R' pistons. (the B16/B17A rods wrist pin area is rather thick and needs to be milled down about 1-2mm in order to fit any B-series 'R' piston).

B17A=

 

Just a tad more info for the hell of it. The block has oil squirters like the B18C family but no girdle that connects the main caps. The head is identical to a B16 head, mine had PR3 stamped on it.

 

so the b16 block has no oil squirters, but a b17 does? If so... then badass ;D Im looking to go turbo over n/a. Probably get a small turbo, i doubt i'll try to run more than 15 pounds ever... i'll probably shoot for 10. If the b17 has the oil squirters and my b16 doesn't, im definitally busting out with the b17. Then i'll probably get some turbo vtec cams, low comp pistons and then all the other basic turbo parts. Should be fun.

New question as well. Its probably 850 plus shipping for the crank for the b17. Im willing to pay it, but how much is it for a nice aftermarket crank, and what difference would it really make?

 

NO NO...ALL B-series DOHC VTEC block have oil spray jets. they all share the same design as far as oil flow patterns go. The B16A & B17A blocks are identical, only difference is the crank, rods and pistons...that's it. everything else on a B17A is a spitting replica of a B16A, mechanically.

I can't help you on your crank question. Although, I personally think $850 is a friggin' griiiip for a B17A crank. You can buy a complete used B18C block for almost that much!


[Modified by Katman, 6:31 PM 4/29/2002]

 

werd

 

yea, it is expensive, but ive got the cash. I think id be kinda cool to have a b17. Almost nobody has a b17, something kinda unique... i dunno ;D If i keep the b16 im gonna needa get a del sol ecu anyway, which is a couple hundred already. This way i get a little more torque and less problems for like 600 more... and then the coolness factor again. Besides, ive read tons of good stuff about the b17 cranks. either way, ive got a b16 block, a b17 block, and only a b16 crank... im thinking im gonna go there, unless someone can really tell me a much better way for me to spend my cash. I suppose i could be convicnced to go b18, seeing as if i go turbo im gonna buy a hondata anyway..... How much less/more would it be to go with a b18?

 

How much boost are you planning on running and who is gonna tune the Hondata?

 

I know 2 guys with turbo setups on their hondas running hondata's. I know how to write the new fuel map in theory, but i have a total lack of actual experience. So i'll probably pay my friend for some help, or have the local performance shop do it. Either way im gonna participate heavily, should be fun ;D Im looking at starting off with something simple like 7 pounds. But I would like the breathing room to move up to ten pounds, maybe 15. Don't know enough about turbo sizing to throw out exact numbers. But there are some prettty quick spooling turbos that can make 15 pounds. Should be fun :D I dunno if im gonna have time to do my own body work on the car this summer, if so i should be able to afford the turbo parts easily, if not, well, maybe as summer progresses and i make some cash. Either way i wanna get some of the little dents fixed ;D


[Modified by LiquidPressure, 7:15 AM 5/1/2002]