can&how hard is it to put a v-tec in a 88 prelude
Honda-Tech Member
Joined: Jan 2004
Posts: 10,629
Likes: 1
From: Further down the spiral, TX, usa
Re: can&how hard is it to put a v-tec in a 88 prelude (gaurdian001)
For you at this point in your life? Probably very hard.
Read and learn, and go to preludepower.com.
Read and learn, and go to preludepower.com.
Re: can&how hard is it to put a v-tec in a 88 prelude (Hawkze_2.3)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Hawkze_2.3 »</TD></TR><TR><TD CLASS="quote">For you at this point in your life? Probably very hard.
Read and learn, and go to preludepower.com.</TD></TR></TABLE>
LMFAO!!!
Thats HARSH!!!!
Read and learn, and go to preludepower.com.</TD></TR></TABLE>
LMFAO!!!
Thats HARSH!!!!
Honda-Tech Member
Joined: Jan 2004
Posts: 10,629
Likes: 1
From: Further down the spiral, TX, usa
Re: can&how hard is it to put a v-tec in a 88 prelude (WhiteBB2)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by WhiteBB2 »</TD></TR><TR><TD CLASS="quote">
LMFAO!!!
Thats HARSH!!!! </TD></TR></TABLE>
I wasn't trying to tell him to leave Honda-tech or anything, just saying that prelude power has more 3G info..
LMFAO!!!
Thats HARSH!!!!
</TD></TR></TABLE>I wasn't trying to tell him to leave Honda-tech or anything, just saying that prelude power has more 3G info..
Honda-Tech Member
Joined: Dec 2006
Posts: 168
Likes: 0
I don't think it was harsh because he was just being honest and not to mention that he didn't joke around with the Op stating that it would be impossible to "put a 'v-tec'" into a car as 'v-tec' doesn't really exist, well atleast not on this forum.
Trending Topics
Junior Member
Joined: Aug 2005
Posts: 615
Likes: 0
From: San Pedro, Ca, USA
Check Autozone or Pep Boys, maybe they have bolt-on VTEC's on sale... =P
VTEC badges are sold separately.
jk, but you know you're gonna have to do an engine swap, right?
B16A head can be put on the stock B20 motor, but it's too much work and it wouldn't be cheap.
H22 is probably your best option and motor mount kits are available.
VTEC badges are sold separately.
jk, but you know you're gonna have to do an engine swap, right?
B16A head can be put on the stock B20 motor, but it's too much work and it wouldn't be cheap.
H22 is probably your best option and motor mount kits are available.
Honda-Tech Member
Joined: Jan 2004
Posts: 10,629
Likes: 1
From: Further down the spiral, TX, usa
Re: (GtechPro)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GtechPro »</TD></TR><TR><TD CLASS="quote">
B16A head can be put on the stock B20 motor, </TD></TR></TABLE>
He has the 3rd gen Prelude B20, which is totally different from the B16, B18 and B20 from Civics & Tegs.
B16A head can be put on the stock B20 motor, </TD></TR></TABLE>
He has the 3rd gen Prelude B20, which is totally different from the B16, B18 and B20 from Civics & Tegs.
Junior Member
Joined: May 2005
Posts: 566
Likes: 0
From: Downers Grove, Illinois, United States
Re: (dvd_lettermen)
i agree f the swap and just get a 4g lude. would definatly be cheaper. but hey maybe if we all put our v-tec together then we can help him out. kinda like the comcast comercials where they take high speed and make pagodas...
Junior Member
Joined: Aug 2005
Posts: 615
Likes: 0
From: San Pedro, Ca, USA
Re: (Hawkze_2.3)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Hawkze_2.3 »</TD></TR><TR><TD CLASS="quote">He has the 3rd gen Prelude B20, which is totally different from the B16, B18 and B20 from Civics & Tegs.</TD></TR></TABLE>
I am aware of that. I had one as well.
Tom from Ludespeed made turbo kits for that motor (someone correct me if i'm wrong), but he also did VTEC conversions by mating B16A heads to the stock B20 blocks. It was a ton of work but he did it. I never thought it was worth the trouble and money.
I am aware of that. I had one as well.
Tom from Ludespeed made turbo kits for that motor (someone correct me if i'm wrong), but he also did VTEC conversions by mating B16A heads to the stock B20 blocks. It was a ton of work but he did it. I never thought it was worth the trouble and money.
Honda-Tech Member
Joined: Jan 2004
Posts: 10,629
Likes: 1
From: Further down the spiral, TX, usa
Re: (GtechPro)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GtechPro »</TD></TR><TR><TD CLASS="quote">
I am aware of that. I had one as well.
Tom from Ludespeed made turbo kits for that motor (someone correct me if i'm wrong), but he also did VTEC conversions by mating B16A heads to the stock B20 blocks. It was a ton of work but he did it. I never thought it was worth the trouble and money.
</TD></TR></TABLE>
Crazy...it definately doesn't seem worth the trouble.
I am aware of that. I had one as well.
Tom from Ludespeed made turbo kits for that motor (someone correct me if i'm wrong), but he also did VTEC conversions by mating B16A heads to the stock B20 blocks. It was a ton of work but he did it. I never thought it was worth the trouble and money.
</TD></TR></TABLE>
Crazy...it definately doesn't seem worth the trouble.
Junior Member
Joined: Aug 2005
Posts: 615
Likes: 0
From: San Pedro, Ca, USA
Re: (Hawkze_2.3)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Hawkze_2.3 »</TD></TR><TR><TD CLASS="quote">Crazy...it definately doesn't seem worth the trouble.</TD></TR></TABLE>
When all is said and done, it would end up costing more than the H22 swap and it would make less power. H22 swap FTW
When all is said and done, it would end up costing more than the H22 swap and it would make less power. H22 swap FTW
Joined: Jan 2007
Posts: 531
Likes: 0
From: MIAMI, FL, USA
Re: (GtechPro)
oh jea h22 .......my EG coupe i know is dirty but im working on it moneys kinda slow and you have to pay your priority bills to be responsible the coupe can wait. Shes happy as it is 
One word for EG with an H22 = AWASOME!!!
One word for EG with an H22 = AWASOME!!!
Honda-Tech Member
Joined: Mar 2005
Posts: 699
Likes: 1
From: Originally from Guam now in Auburn, WA
Re: can&how hard is it to put a v-tec in a 88 prelude (gaurdian001)
This from http://www.preludepower.com:
http://www.preludepower.com/fo...55852
This the a repost of Tom "Ludespeed's" trial and error.
This is for all those who keep asking about "Is it possible to do a vtec setup on our stock blocks?"". The answer is yes but it will not do what you think it will do.
I personally have not done this swap, this info is for those who dare. As of that date it was not feasable, but these days alot that was not possible is now coming a reality.
This write up is from Tom "Ludespeed" he did all the orginal work and tried to make it happen. He was one of the first few who dared to turbo charge a 3rd gen and do the work to make it a reality for the rest of us to learn from and improve upon.
I take no credit what so ever on this write and want everyone on here to know this was nothing more than a repost to our site since it was 3rd gen specific, and I did not find it on our server other than being linked to a dying site.
I am just reposting what he did since all of his work was left for those who would try to do this conversion. And for the fact that his work is slowly dissappearing into the great beyond due to its old information.
I just wanted to transfer as much pertinant information as possible before it all gets archived and we can't find it anymore.
Read on:
7/21/00
Below are some pictures of when I first got the head and when I did the first step in making it fit.
The pics below are when I first got the head and intake. I just looked it over for a couple hours and put it on the Prelude block to see how close it was. IT WASN'T VERY CLOSE!! In fact, I originally gave up on the idea but then I found some information that made me realize that it will work.
Up to now, if you wanted a gen3 VTEC Prelude, you had to do a complete motor/tranny swap. What a pain in the ***! That costs SOO much money and takes SOO long to do that it is almost not worth it. And the problems that you run into along the way are enough to make you want to cry. I have heard some serious horror stories. Anyway, I am offering what I consider to be a better solution to the people that have to have VTEC.
This is something that I think is really going to be cool. What I am offering is a 'Bolt-On' conversion kit to turn Any 88-91 Prelude Si DOHC motor into a DOCH VTEC motor without swapping the whole motor/tranny. I am modify a VTEC head so that it bolts up to an unmodified B20A5 or B21A1 block. All that you would do is pull your stock head, intake manifold, exhaust manifold and install the VTEC head & intake manifold, along with a 4-2-1 header that will come in the kit. You will have to pull the oil pan as well and swap it out with the one that I send in the kit.
I am going to start buying the parts myself to make sure that you get ALL the B16 parts that you are going to need.
Or, you can buy a B16A head and intake manifold from a JDM B16A motor, 93+ Del Sol DOHC VTEC, 99-00 Civic Si or 97+ Integra Type-R from another source. All these will work. The GS-R head is different in regards to the intake manifold bolt pattern and cooling passage. The intake manifold is also VERY different and will not fit in the engine compartment.
If money is no object for you, a GS-R head with a Skunk 2 intake manifold is the way to go. The GS-R head is supposed to have the best shaped combustion chamber and larger ports. And the Skunk 2 intake manifold will fit like the B16 or Type-R manifold fits and flows like the Type-R unit.
What you will get back is:
Modified head
Special copper head gasket
All oil lines and fittings
Modified Oil Pan
JDM PR3 VTEC ECU and wiring instructions
Non-OBD B16 Distributor
LudeSPEED 4-2-1 header or turbo manifold (if you are purchasing a turbo kit)
Fuel Pressure Riser
The cost for EVERYTHING is $2150. That includes the cost of the head and intake. If you supply the head and intake, the cost would be $1450.
An APEXi V-AFC can be used with the JDM ECU to tune the fuel maps and VTEC engagement point.
The whole point of this project is to make more power while spending half the money. Seriously, unless you have AWESOME hook-ups, you can't get an H22 or B18C motor and get it installed for anything less than $3000. It will cost the average person at least $4500 to do it. Just ask Place Racing for a catalog and you will see the prices yourself. They sell just the motor/tranny/ECU for $3500!! Then the custom mounts for another $600!!! Then even more for custom axles!!!!
I say that it will make more power because I am going to shave the head to raise the compresion to about 11.5:1 (unless you are planning a VTEC/turbo motor). The combination of stroke of the 2 liter motor, the air flow of the VTEC head, the high compression, the 4-2-1 header and the tunability of the fuel computer will make over 180 HP to the wheels!
If you are interested in purchasing the VTEC conversion package, email me and I will tell you exactly what you need to buy and what you need to send to me!
Tom@LudeSPEED.com
11/1/00
The picture below shows STEP 2 - creating the special head gasket. The picture is a comparison of all 3 gaskets.
[No Picture]
The design has been finished and a few copper gaskets have been ordered. I am also getting a plate cut out to use as a template for milling the holes. This ensures accuracy. Updates and a running B20A5 VTEC motor coming soon!
7/21/00
Below are some pictures of when I first got the head and when I did the first step in making it fit.
The pics below are when I first got the head and intake. I just looked it over for a couple hours and put it on the Prelude block to see how close it was. IT WASN'T VERY CLOSE!! In fact, I originally gave up on the idea but then I found some information that made me realize that it will work.
The head is bolted on by a couple of bolts:
VTEC Conversion Update
3/21/01
HOME
Here is the update:
First, I have had the VTEC head running on my car. I did have some small problems but they have all been worked out and this is truly going to be a solid product that will make great power.
One of the problems that I had was I blew the head gasket on the first day. Why? Because my block had a low spot on it around cylinder #1. I did not know about it or know how to fix it without pulling the motor and having it decked. A friend told me of on old but effective method to check for low spots and a way to work it out without pulling the motor. Also, I have decided to have the head oringed for the best sealing ability. The combination of those steps will ensure good sealing of the head gasket. Another problem that I had was trying to tune the fuel curve using the stock Prelude ECU and an APEXi S-AFC and fuel pressure regulator. It wasn't easy and in the 2 hours that I drove the car, I could not get it tuned worth crap. So I did some research and it looks like it is going to be SUPER easy to run the JDM VTEC ECU in the Prelude. We just have to switch a few of the ECU plug pins around and it is good to go. Then if you wanted fine tuning, an APEXi V-AFC is what you will need. This will allow you to change the VTEC engagement point and tune the fuel maps.
I did get one dyno run on the motor before the head gasket problem exploded my radiator. The head gasket was leaking into the coolant passage and all the compression was going there and it caused excessive pressure in the radiator. Even with the blown head gasket and miserable tuning and lower than desired compression even in the good cylinders it was putting down 111ft/lbs at 2500 rpm to the wheels!!!!!! Consider that the Civic Si puts a PEAK of 111ft/lbs at the FLYWHEEL and you can see that this setup has HUGE potential. I say it had lower than desired compression because when I did the compression test, the results were - 130,160,160,160. At 160, that is about 9:1 and It needs 11:1 to make BIG power. Also, some of the best tuned LS/VTEC (1. motors out there put down 200 to the wheels on pump gas, so the 2.0 will make more torque because of the longer stroke.
Here is the dyno sheet. PLEASE keep in mind the condition of the motor and lack of tuning. The graph starts out great but falls off because of a RIDICULOUSLY over-rich condition. I went there to make about 6 runs to tune it but I had to stop after the first run because of the radiator problem. I even had to be towed home
Another thing to keep in ind is that the stock 89-91 B16 cams are the smallest out of ALL the B series VTEC motors. All the LS/VTEC motors that make 200 to the wheels have pretty steep cams. I will be getting some Type-R or Crower cams down the road to see what they will do.
I have decided that I am going to start supplying the head and intake as well. I am going to have whole JDM B16A motors shipped to me. This ensures that ALL the parts that are needed will be there. When you buy a head and intake from someone over the net, you are pretty much garuanteed that some parts are going to be missing. That sucks. You can still buy a Type-R or JG prepped head if you like, but having me supply the parts is easiest and most cost effective for most people.
Having the motors is also a way to get some good high compression pistons for those of you that are interested in staying naturally aspirated. The B16 pistons are the same bore as the B20A5 motor. If you have the B21 you are going to have to keep your stock pistons. I plan on selling a rod/piston kit that will include the B16 pistons, new piston rings, polished rods with ARP rod bolts. This will allow the motor to rev to the 8100 rev limit if the JDM ECU. MUCHO POWER! You will have to run a hone in the cylinders so you might want to take the car to a mechanic to get this done. If not done properly, the motor will most likely smoke from the rings not sealing.
I will also be offering a turbo kit that will work with the VTEC head. That will make close to 300HP to the wheels at 7-8psi. For those of you that are thinking that you are going to have traction problems, I am also offering a Limited Slip Differential (LSD) for the 3rd gen Prelude for about $1000.
Some advantages to having the B16A VTEC head are the follwing:
More power (obviously)
Easier to find parts - no more searching the WORLD for parts for the Prelude motor. Almost ALL import parts compaines make parts for the B16. You can get parts like cams, valves, springs,sheet metal intake manifolds, fuel rails, etc,etc.....
Bragging rights (I have a 3rd gen with VTEC)
You get to look at the VTEC valve cover when you pop the hood. (when I had it in there, I just stared at it for like 5 minutes)
Since some things have changed in the setup of the kit, the price is going to change. I have not figured it all out yet but I am trying to keep it in the $2000 range. That is with me providing the parts as well, so you don't have to worry about that anymore.
I will mail some more news when I make more progress. Right now I am working on ALOT of turbo kit orders so I am not going to have the head on my car for another month. But if this is something that you want to do, start saving the cash because I will be taking orders for these kits within 2 months.
Here is are some sneak peak pics:
VTEC Conversion
Updated 4/12/02
I have sold the last kit. I am leaving these pages up for anyone who might be interested in trying this conversion on their own. There is a lot of information here, I have spent a lot of time doing research and actual work on this project. I did have 2 seperate VTEC heads on my motor and they both worked fine with absolutely no machanical problems (except the first head gasket). The only problems that I had were wiring related, but can be worked out. I currently have a 2000 Civic Si B16 head on my car with an Integra Type-R intake manifold. I will be adding turbo VERY soon and it will be a powerful combination when I am done with it. Please use this information only as a guide and GOOD LUCK if you try this conversion.
This kit should only be installed by someone that has previous LS/VTEC swap experience and hybrid wiring experience. Someone that has done these 2 types of swaps will be able to install the VTEC conversion. To make 200HP at the wheels, you will need to install VTEC pistons (PR3 B16, ITR, CTR). This involves taking the rods to a mchine shop and having them install bushings to accpet the smaller piston pin of the VTEC pistons. You will also need ITR or better (JUN or TODA) cams and some adjustable cam gears to make the power. Of course, the setup will have to be dyno tuned to get the most out of it. Please be aware that it is unsafe to rev the stock rods past 7500rpm. If you install Eagle H22 or H23 rods, then 8000rpm will be safe.
Latest News
The VTEC conversion is no longer being offered. It seems to be too complicated for the average enthusiast to install and tune correctly. It also did not make as much power as expected with the stock cams. This conversion is totally possible but I don't feel that it is a good value. The time and labor to install the correct pistons and the head itself are very complicated. When you consider that you have to spend several hundred more dollars on cam gears and cams, it does not seem worth it to me. The turbo kit is something that is easy to install, you don't have to open up the motor and it works well from the beginning. So I feel that is a far better value.
Please do not email me about the VTEC conversion, I will not be answering those emails. Just remember that anything is possible. If you are determined to do this converions, it can be done. There are a couple people that have done it on thier own, but they have extensive knowledge of VTEC swaps and motor mechanics in general.
I will be leaving this page up for people that want to get ideas from it, but I will not be selling the conversion kits any longer.
-------------------------------------------------------------------------------------
I forgot to show pictures of a working B16 conversion:
Sean
http://www.preludepower.com/fo...55852
This the a repost of Tom "Ludespeed's" trial and error.
This is for all those who keep asking about "Is it possible to do a vtec setup on our stock blocks?"". The answer is yes but it will not do what you think it will do.
I personally have not done this swap, this info is for those who dare. As of that date it was not feasable, but these days alot that was not possible is now coming a reality.
This write up is from Tom "Ludespeed" he did all the orginal work and tried to make it happen. He was one of the first few who dared to turbo charge a 3rd gen and do the work to make it a reality for the rest of us to learn from and improve upon.
I take no credit what so ever on this write and want everyone on here to know this was nothing more than a repost to our site since it was 3rd gen specific, and I did not find it on our server other than being linked to a dying site.
I am just reposting what he did since all of his work was left for those who would try to do this conversion. And for the fact that his work is slowly dissappearing into the great beyond due to its old information.
I just wanted to transfer as much pertinant information as possible before it all gets archived and we can't find it anymore.
Read on:
7/21/00
Below are some pictures of when I first got the head and when I did the first step in making it fit.
The pics below are when I first got the head and intake. I just looked it over for a couple hours and put it on the Prelude block to see how close it was. IT WASN'T VERY CLOSE!! In fact, I originally gave up on the idea but then I found some information that made me realize that it will work.
Up to now, if you wanted a gen3 VTEC Prelude, you had to do a complete motor/tranny swap. What a pain in the ***! That costs SOO much money and takes SOO long to do that it is almost not worth it. And the problems that you run into along the way are enough to make you want to cry. I have heard some serious horror stories. Anyway, I am offering what I consider to be a better solution to the people that have to have VTEC.
This is something that I think is really going to be cool. What I am offering is a 'Bolt-On' conversion kit to turn Any 88-91 Prelude Si DOHC motor into a DOCH VTEC motor without swapping the whole motor/tranny. I am modify a VTEC head so that it bolts up to an unmodified B20A5 or B21A1 block. All that you would do is pull your stock head, intake manifold, exhaust manifold and install the VTEC head & intake manifold, along with a 4-2-1 header that will come in the kit. You will have to pull the oil pan as well and swap it out with the one that I send in the kit.
I am going to start buying the parts myself to make sure that you get ALL the B16 parts that you are going to need.
Or, you can buy a B16A head and intake manifold from a JDM B16A motor, 93+ Del Sol DOHC VTEC, 99-00 Civic Si or 97+ Integra Type-R from another source. All these will work. The GS-R head is different in regards to the intake manifold bolt pattern and cooling passage. The intake manifold is also VERY different and will not fit in the engine compartment.
If money is no object for you, a GS-R head with a Skunk 2 intake manifold is the way to go. The GS-R head is supposed to have the best shaped combustion chamber and larger ports. And the Skunk 2 intake manifold will fit like the B16 or Type-R manifold fits and flows like the Type-R unit.
What you will get back is:
Modified head
Special copper head gasket
All oil lines and fittings
Modified Oil Pan
JDM PR3 VTEC ECU and wiring instructions
Non-OBD B16 Distributor
LudeSPEED 4-2-1 header or turbo manifold (if you are purchasing a turbo kit)
Fuel Pressure Riser
The cost for EVERYTHING is $2150. That includes the cost of the head and intake. If you supply the head and intake, the cost would be $1450.
An APEXi V-AFC can be used with the JDM ECU to tune the fuel maps and VTEC engagement point.
The whole point of this project is to make more power while spending half the money. Seriously, unless you have AWESOME hook-ups, you can't get an H22 or B18C motor and get it installed for anything less than $3000. It will cost the average person at least $4500 to do it. Just ask Place Racing for a catalog and you will see the prices yourself. They sell just the motor/tranny/ECU for $3500!! Then the custom mounts for another $600!!! Then even more for custom axles!!!!
I say that it will make more power because I am going to shave the head to raise the compresion to about 11.5:1 (unless you are planning a VTEC/turbo motor). The combination of stroke of the 2 liter motor, the air flow of the VTEC head, the high compression, the 4-2-1 header and the tunability of the fuel computer will make over 180 HP to the wheels!
If you are interested in purchasing the VTEC conversion package, email me and I will tell you exactly what you need to buy and what you need to send to me!
Tom@LudeSPEED.com
11/1/00
The picture below shows STEP 2 - creating the special head gasket. The picture is a comparison of all 3 gaskets.
[No Picture]
The design has been finished and a few copper gaskets have been ordered. I am also getting a plate cut out to use as a template for milling the holes. This ensures accuracy. Updates and a running B20A5 VTEC motor coming soon!
7/21/00
Below are some pictures of when I first got the head and when I did the first step in making it fit.
The pics below are when I first got the head and intake. I just looked it over for a couple hours and put it on the Prelude block to see how close it was. IT WASN'T VERY CLOSE!! In fact, I originally gave up on the idea but then I found some information that made me realize that it will work.
The head is bolted on by a couple of bolts:
VTEC Conversion Update
3/21/01
HOME
Here is the update:
First, I have had the VTEC head running on my car. I did have some small problems but they have all been worked out and this is truly going to be a solid product that will make great power.
One of the problems that I had was I blew the head gasket on the first day. Why? Because my block had a low spot on it around cylinder #1. I did not know about it or know how to fix it without pulling the motor and having it decked. A friend told me of on old but effective method to check for low spots and a way to work it out without pulling the motor. Also, I have decided to have the head oringed for the best sealing ability. The combination of those steps will ensure good sealing of the head gasket. Another problem that I had was trying to tune the fuel curve using the stock Prelude ECU and an APEXi S-AFC and fuel pressure regulator. It wasn't easy and in the 2 hours that I drove the car, I could not get it tuned worth crap. So I did some research and it looks like it is going to be SUPER easy to run the JDM VTEC ECU in the Prelude. We just have to switch a few of the ECU plug pins around and it is good to go. Then if you wanted fine tuning, an APEXi V-AFC is what you will need. This will allow you to change the VTEC engagement point and tune the fuel maps.
I did get one dyno run on the motor before the head gasket problem exploded my radiator. The head gasket was leaking into the coolant passage and all the compression was going there and it caused excessive pressure in the radiator. Even with the blown head gasket and miserable tuning and lower than desired compression even in the good cylinders it was putting down 111ft/lbs at 2500 rpm to the wheels!!!!!! Consider that the Civic Si puts a PEAK of 111ft/lbs at the FLYWHEEL and you can see that this setup has HUGE potential. I say it had lower than desired compression because when I did the compression test, the results were - 130,160,160,160. At 160, that is about 9:1 and It needs 11:1 to make BIG power. Also, some of the best tuned LS/VTEC (1. motors out there put down 200 to the wheels on pump gas, so the 2.0 will make more torque because of the longer stroke.
Here is the dyno sheet. PLEASE keep in mind the condition of the motor and lack of tuning. The graph starts out great but falls off because of a RIDICULOUSLY over-rich condition. I went there to make about 6 runs to tune it but I had to stop after the first run because of the radiator problem. I even had to be towed home
Another thing to keep in ind is that the stock 89-91 B16 cams are the smallest out of ALL the B series VTEC motors. All the LS/VTEC motors that make 200 to the wheels have pretty steep cams. I will be getting some Type-R or Crower cams down the road to see what they will do.
I have decided that I am going to start supplying the head and intake as well. I am going to have whole JDM B16A motors shipped to me. This ensures that ALL the parts that are needed will be there. When you buy a head and intake from someone over the net, you are pretty much garuanteed that some parts are going to be missing. That sucks. You can still buy a Type-R or JG prepped head if you like, but having me supply the parts is easiest and most cost effective for most people.
Having the motors is also a way to get some good high compression pistons for those of you that are interested in staying naturally aspirated. The B16 pistons are the same bore as the B20A5 motor. If you have the B21 you are going to have to keep your stock pistons. I plan on selling a rod/piston kit that will include the B16 pistons, new piston rings, polished rods with ARP rod bolts. This will allow the motor to rev to the 8100 rev limit if the JDM ECU. MUCHO POWER! You will have to run a hone in the cylinders so you might want to take the car to a mechanic to get this done. If not done properly, the motor will most likely smoke from the rings not sealing.
I will also be offering a turbo kit that will work with the VTEC head. That will make close to 300HP to the wheels at 7-8psi. For those of you that are thinking that you are going to have traction problems, I am also offering a Limited Slip Differential (LSD) for the 3rd gen Prelude for about $1000.
Some advantages to having the B16A VTEC head are the follwing:
More power (obviously)
Easier to find parts - no more searching the WORLD for parts for the Prelude motor. Almost ALL import parts compaines make parts for the B16. You can get parts like cams, valves, springs,sheet metal intake manifolds, fuel rails, etc,etc.....
Bragging rights (I have a 3rd gen with VTEC)
You get to look at the VTEC valve cover when you pop the hood. (when I had it in there, I just stared at it for like 5 minutes)
Since some things have changed in the setup of the kit, the price is going to change. I have not figured it all out yet but I am trying to keep it in the $2000 range. That is with me providing the parts as well, so you don't have to worry about that anymore.
I will mail some more news when I make more progress. Right now I am working on ALOT of turbo kit orders so I am not going to have the head on my car for another month. But if this is something that you want to do, start saving the cash because I will be taking orders for these kits within 2 months.
Here is are some sneak peak pics:
VTEC Conversion
Updated 4/12/02
I have sold the last kit. I am leaving these pages up for anyone who might be interested in trying this conversion on their own. There is a lot of information here, I have spent a lot of time doing research and actual work on this project. I did have 2 seperate VTEC heads on my motor and they both worked fine with absolutely no machanical problems (except the first head gasket). The only problems that I had were wiring related, but can be worked out. I currently have a 2000 Civic Si B16 head on my car with an Integra Type-R intake manifold. I will be adding turbo VERY soon and it will be a powerful combination when I am done with it. Please use this information only as a guide and GOOD LUCK if you try this conversion.
This kit should only be installed by someone that has previous LS/VTEC swap experience and hybrid wiring experience. Someone that has done these 2 types of swaps will be able to install the VTEC conversion. To make 200HP at the wheels, you will need to install VTEC pistons (PR3 B16, ITR, CTR). This involves taking the rods to a mchine shop and having them install bushings to accpet the smaller piston pin of the VTEC pistons. You will also need ITR or better (JUN or TODA) cams and some adjustable cam gears to make the power. Of course, the setup will have to be dyno tuned to get the most out of it. Please be aware that it is unsafe to rev the stock rods past 7500rpm. If you install Eagle H22 or H23 rods, then 8000rpm will be safe.
Latest News
The VTEC conversion is no longer being offered. It seems to be too complicated for the average enthusiast to install and tune correctly. It also did not make as much power as expected with the stock cams. This conversion is totally possible but I don't feel that it is a good value. The time and labor to install the correct pistons and the head itself are very complicated. When you consider that you have to spend several hundred more dollars on cam gears and cams, it does not seem worth it to me. The turbo kit is something that is easy to install, you don't have to open up the motor and it works well from the beginning. So I feel that is a far better value.
Please do not email me about the VTEC conversion, I will not be answering those emails. Just remember that anything is possible. If you are determined to do this converions, it can be done. There are a couple people that have done it on thier own, but they have extensive knowledge of VTEC swaps and motor mechanics in general.
I will be leaving this page up for people that want to get ideas from it, but I will not be selling the conversion kits any longer.
-------------------------------------------------------------------------------------
I forgot to show pictures of a working B16 conversion:
Sean
Honda-Tech Member
Joined: Feb 2003
Posts: 794
Likes: 0
From: Norfolk, VA, USA
lol he doesnt have power steering, but has a cruise control.....I find that funny.
and didnt his turbo kits catch on fire in some preludes because of the way some of the OEM lines were run?
and didnt his turbo kits catch on fire in some preludes because of the way some of the OEM lines were run?
Honda-Tech Member
Joined: Mar 2005
Posts: 699
Likes: 1
From: Originally from Guam now in Auburn, WA
Re: (madcatz)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by madcatz »</TD></TR><TR><TD CLASS="quote">lol he doesnt have power steering, but has a cruise control.....I find that funny.
and didnt his turbo kits catch on fire in some preludes because of the way some of the OEM lines were run?</TD></TR></TABLE>
Your right they do catch fire when you let your leaking engine go without proper maintenence. Any car would with those engine temps under the hood.
I just noticed that he took out the powesteeing and not the cruise control.
That is funny.
Sean
and didnt his turbo kits catch on fire in some preludes because of the way some of the OEM lines were run?</TD></TR></TABLE>
Your right they do catch fire when you let your leaking engine go without proper maintenence. Any car would with those engine temps under the hood.
I just noticed that he took out the powesteeing and not the cruise control.
That is funny.
Sean
Honda-Tech Member
Joined: Feb 2003
Posts: 794
Likes: 0
From: Norfolk, VA, USA
im not bashing his kit....i just thought i remember a post from way back on hp.com that some of the 3rd gens that had the ps line that ran right over the mani caught fire and melted due to the heat
Junior Member
Joined: Aug 2005
Posts: 615
Likes: 0
From: San Pedro, Ca, USA
Re: (madcatz)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by madcatz »</TD></TR><TR><TD CLASS="quote">im not bashing his kit....i just thought i remember a post from way back on hp.com that some of the 3rd gens that had the ps line that ran right over the mani caught fire and melted due to the heat</TD></TR></TABLE>
I always hated that damn ps line and thought it was so badly designed. Melted or not, it's a total eye sore.
I always hated that damn ps line and thought it was so badly designed. Melted or not, it's a total eye sore.
Thread
Thread Starter
Forum
Replies
Last Post
