why is a b18c5 so good???
Thread Starter
Junior Member
Joined: Oct 2001
Posts: 433
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From: Rockford, IL, USA
why is a b18c5 so good???
Just a simple question why even bother to buy one of these engines when a LSVTEC or B20VTEC or B18c can be just as good. **** a B18C can put out just as much hp with a thinner head gasket and mild porting so why does everyone think this engine is so great. Please fill me in. Thanks guys...
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Joined: Oct 2000
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From: Brooklyn, NY
Re: why is a b18c5 so good??? (fsarfino)
Its not necessarly the horsepower, as much as the engineering inside the engine.
I'm too lazy to dig up links, but the b18c5 has many things only shared by the nsx engine.
[Modified by jond, 9:28 PM 5/29/2002]
I'm too lazy to dig up links, but the b18c5 has many things only shared by the nsx engine.
[Modified by jond, 9:28 PM 5/29/2002]
Joined: Apr 2002
Posts: 2,316
Likes: 0
From: San Jose, CA, USA
Re: why is a b18c5 so good??? (fsarfino)
Just a simple question why even bother to buy one of these engines when a LSVTEC or B20VTEC or B18c can be just as good. **** a B18C can put out just as much hp with a thinner head gasket and mild porting so why does everyone think this engine is so great. Please fill me in. Thanks guys...
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From: Brooklyn, NY
Re: why is a b18c5 so good??? (jond)
Okay, I'm bored. Here ya go.
http://www.itrca.com/faq/carboy.asp
http://www.itrca.com/faq/carboy.asp
INTEGRA TYPE R
Honda's True "Tuner Car"
Original article written by Tamotsu Horikoshi, translated by Kaz Mori
--------------------------------------------------------------------------------
Why does Honda choose to tune the R by hand?
Japan's automobile makers are famous for using their experience and knowledge gained in the racing field and making use of it in their production lines for street cars. Well, the sad truth is that most of the time, such things are thrown around as hype -- most automobile makers will make a car "inspired" by racing, but they don't actually employ racing technology, and automobile makers never really "fully tune" their cars. However the Integra Type R is not so. Its racing spirit is not that of image, but is in its generous use of racing technology. The Type R is a car that comes fully tuned straight from the manufacturer.
In order to increase compression ratio, the side molds of the pistons were increased. (Pent-Roof-type Piston) The inside was shaved to balance out the total weight, and the aluminum pistons were forged in order to retain precision.
Though the easiest way to increase horsepower is by increasing displacement or installing a turbo, Honda has made its reputation by sticking to its NA engines. The Integra's VTEC B18C type engine retained its stock displacement, but Honda increased its horsepower from 180 to 200. It's only *20* horses more, but those 20 horses were really tweaked out using Honda's formula 1 knowledge -- from an engine that was already getting 100 horsepower per liter. Fumiyasu Suga, Type R's assistant chief engineer, was kind enough to sit down with us.
Currently, production line engines and engine parts are made by computer-guided NCR machines, and are of very high quality. However, Mr. Suga believes that in order to make a true race engine, some parts must be built/assembled by hand. In specific, the assembling of the engine, balancing parts, and porting and polishing need to be done by hand. Amazingly, all Type R engines are built this way.
Custom-made connecting rods for the Type R. It is made to withstand the higher rpm's, and is still lighter than the stock parts. These Type R parts are made with such precision that the weight difference between all four rods is so small that it is negligible.
Naturally, porting and polishing excessively won't yield good results -- it will only upset the balance between displacement and peak rpm's. Some basic physics explained... In any cylindrical enclosure/piping, the closer air is to the metal wall, it will flow slower, and the closer it is to the center of the cylinder, it will flow faster. As rpm's increase, slight variations in the enclosure will cause for serious air flow disturbances. Logically speaking, a straight, cylindrical port would prevent any problems of air-flow disturbance, but with street cars and their limited engine bay space, the port has to be bent. The stock port is built to within such precision that it can already withstand rpm's of up to 7,000 rpm without creating any unwanted air-flow disturbances, but once it reaches 8,500 rpm, the engine struggles to keep the air flowing smoothly. To augment this problem, two of the best mechanics at Honda were selected and assigned to manually port and polish the engine components. Though this limits production to 25 engines a day, this allows for the engine to reach 8,500 rpm, and respectively, 200 horsepower. For those of us who want to port and polish our GS-R engine parts, unfortunately, Honda would not disclose to us the details of this procedure.
The piston skirt was made lighter in order to lessen the inertial mass. Since lightening the piston causes the piston "neck" to rock back and forth, a molybdenum coating was applied to lessen friction.
Next, the valves and the valve springs needed to be upgraded in order to be able to withstand the high rpm's and the increased fuel injection. In order to increase air flow efficiency, the angle of the valve seat opening was tightened from 60 to 45 degrees. Also, bigger and lighter valves help to deliver more fuel. Instead of making the valve bigger, Honda engineers made the cone bigger and reduced the stem radius even further. In specific, the underside of the valve cone was shaved to its limit, and the valve shaft width was decreased from 5.5mm to 4.6mm -- making the valve 12% lighter than stock. Amazingly, the valves are made so precisely that their static balance differential is basically 0.0. We jokingly asked Mr. Suga what he would do if Honda's parts manufacturers sent over valves that had weight differences. His reply was quick and simple. "We would toss them out." Hm... very strict. Past 8,000 rpm, other valve-related problems occur. Such problems include surging, jumping, bouncing, etc... In order to prevent such problems, the valve springs are made by dual-bound springs. Furthermore, Honda used non-cylindrical, "flat" springs in order to keep the spring height near-stock, and still increase rebounding power.
Injectors installed on the underside of the pistons allow for improved cooling, and prevent the pistons from getting "burned-in".
The camshaft lift amount was changed for both intake and exhaust valves. The intake lift was increased from 10.6mm to 11.5mm, and the exhaust lift was increased from 9.4mm to 10.5mm. To compensate, the intake opening timing was increased from 10 to 15 degrees before piston apex, and closing timing was increased from 40 to 45 degrees after the piston reaching base. Likewise, the exhaust opening timing was increased from 40 to 45 degrees before the piston reaching base, and the closing timing was increased from 7 to 10 degrees after piston apex. By doing so, the valves remain open longer -- allowing for more air to enter the combustion chamber.
Unlike the base crankshaft, additional balancing weights were added on number 1 and 4, and allows for smooth, high-rpm revving -- making it a 8-weight, fully-balanced crankshaft.
The attachment point of the connecting rods to the crankshaft uses a new, adjustable connector that allows the mechanics to manually adjust the connection using a micrometer so they can compensate for the stretching of the connecting rod bolt.
One of the keys to tuning a NA engine is the piston. In order to increase the compression ratio, aluminum, pent-roof-type pistons were used. In order to keep a good precision of mass, the aluminum pistons were forged. The piston ring was given more space to move around in, and to prevent piston "head" shake caused by the extra space, a molybdenum coating (also used in the NSX) was applied to lessen friction. The con rods are specially made for the Type R, and have a neat, little letter "R" molded onto it. The precision weight of these con rods are 2 levels above that of on-line production models. The weight differential between all four rods is so small that it is negligible, and all contacting surface areas are finished off with a race-car, mirror finish, and is connected to a fully balanced crankshaft. Furthermore, the assembly of the con rods and the crankshaft play an important role in attaining the high rpm's. In order to ensure perfect assembly, the engine is taken off-line and these parts are assembled by hand. A custom con rod micrometer gauge is used, and the stretching of the con rod bolt is taken into account for as the connections are tightened. This is something no machine can do, and this ensures that there aren't any unwanted vibrations at high rpm.
The dual-port intake manifold was "simplified" to a single-port -- allowing the torque curve peak to be at an unusually high 7,500 rpm. Very unusual indeed, but compliments the horsepower curve peak at 8,000 rpm.
In order to prevent engine knocking at high rpm's, NGK's high-spark #7 platinums are used. Honda is so meticulous with its Type R production that it actually coats the spark plug tip with silicone so the spark plug doesn't collect any unwanted deposits during the stop-and-go of transportation. (Wow... does that help any?)
Two of the best mechanics at Honda port and polish the manifolds by hand in order to create a high-rpm engine. Due to the manual process, only 25 engines a day can be created. Our sources have confirmed that their are now 5 mechanics working full time on port and polish. Ed.
The intake port was simplified from a dual-port to a single-port -- in hopes of making high-speed air flow better. The stock exhaust piping that varied in width from 48.6mm~50.8mm was upgraded to a full piping with 57.2mm width all the way. Furthermore, the fully stainless-steel header a-pipe employs a 4-2-1 design, but with no sharp edges in the A-pipe when going from 2 to 1. This is a feature that is said to be impossible to do in mass-production.
The valve springs are not cylindrical, but flat -- and made of dual-bound springs. This prevents the surging effect at high rpm's, and avoids any interference with the pistons. The cut-off area of the springs are done with the most extreme care.
Bigger valves have their advantages, but are heavier. The Type R's valves were redesigned so as to have a bigger cone area, but still be 12% lighter.
In overview, over 60 engine-related parts were changed or entirely re-designed for the Type R. We asked Mr. Suga for any other advice on tuning the Type R any further. He replied, "I would prefer that people don't try to further tune the Type R. No, actually, they shouldn't try. Each upgraded part works in perfect harmony, and fiddling with the factory setting will only lead to a decrease in performance." It's probably safe to say that the Type R is a rare, "fully tuned" and "stock" automobile.
In order to make exhaust air flow smoother, there are no sharp angles in the header. Furthermore, in order to lighten/strengthen the parts, stainless steel was used.
Impossible to do in mass-production, all exhaust piping is welded together with no sharp edges throughout. Also, the piping was upgraded to 57.2mm throughout to increase air flow.
The muffler is a multi-chamber design, and does a wonderful job of dissipating sound. However, the funnel-shaped piping in-between the chambers makes it a very free-flowing exhaust.
--------------------------------------------------------------------------------
Integra Type R Specs
Bore/Stroke Stock
Displacement Stock
Compression Ratio 11.1
Valve Width See above
Plugs #7 Platinum
Throttle Body 62mm (+ 2mm of stock)
Intake Manifold Single Port
Air Intake Width 70mm (+ 5mm of stock)
Exhaust Piping 57.2mm (+6.4mm~8.6mm of stock)
Tail Pipe Width 76mm (+25.2mm of stock)
--------------------------------------------------------------------------------
Mass Gain (compared to GS-R)
Stiffer Suspension/High-grip tires +5.500kg
LSD +1.500kg
Performance Rod & Aluminum Make +3.440kg
Body Stiffening Metal Sheets +1.711kg
Strengthening Wheel Bolts & Bearings +0.704kg
Strengthening Tailgate Area +0.313kg
Stiffer Rubber Exhaust Piping Mounts +0.140kg
Recaro Seats +6.647kg
Front Spoiler +1.034kg
Rear Spoiler +2.900kg
Miscellaneous +1.160kg
Total Increase: +25.049kg
--------------------------------------------------------------------------------
Mass Reduction (compared to GS-R)
Lighten Flywheel -0.750kg
Lighter Engine, Exhaust Pipings -3.329kg
Aluminum Radiator -1.350kg
Compact Battery -3.000kg
Lighter Aluminum Wheels -5.200kg
Floor Sheetmetal Removed -10.665kg
Dashboard Insulator Removed -3.869kg
Fuel Tank Wave Absorber Removed -0.450kg
Floor Heat Panel Removed -0.272kg
Resin Spare Tire Lid -0.997kg
Aluminum Left-Side "Stopper Bracket" -1.300kg
MOMO Small-Radius Steering Wheel -0.700kg
Rear Wiper Removal -1.851kg
Car Stereo & Antenna Removal (optional) -5.665kg
Air Conditioner Removal (optional) -18.700kg
Miscellaneous -6.919kg
Total Decrease: -65.017kg
Best 1/4 E.T.: 14.66 "Bone" stock.
Honda's True "Tuner Car"
Original article written by Tamotsu Horikoshi, translated by Kaz Mori
--------------------------------------------------------------------------------
Why does Honda choose to tune the R by hand?
Japan's automobile makers are famous for using their experience and knowledge gained in the racing field and making use of it in their production lines for street cars. Well, the sad truth is that most of the time, such things are thrown around as hype -- most automobile makers will make a car "inspired" by racing, but they don't actually employ racing technology, and automobile makers never really "fully tune" their cars. However the Integra Type R is not so. Its racing spirit is not that of image, but is in its generous use of racing technology. The Type R is a car that comes fully tuned straight from the manufacturer.
In order to increase compression ratio, the side molds of the pistons were increased. (Pent-Roof-type Piston) The inside was shaved to balance out the total weight, and the aluminum pistons were forged in order to retain precision.
Though the easiest way to increase horsepower is by increasing displacement or installing a turbo, Honda has made its reputation by sticking to its NA engines. The Integra's VTEC B18C type engine retained its stock displacement, but Honda increased its horsepower from 180 to 200. It's only *20* horses more, but those 20 horses were really tweaked out using Honda's formula 1 knowledge -- from an engine that was already getting 100 horsepower per liter. Fumiyasu Suga, Type R's assistant chief engineer, was kind enough to sit down with us.
Currently, production line engines and engine parts are made by computer-guided NCR machines, and are of very high quality. However, Mr. Suga believes that in order to make a true race engine, some parts must be built/assembled by hand. In specific, the assembling of the engine, balancing parts, and porting and polishing need to be done by hand. Amazingly, all Type R engines are built this way.
Custom-made connecting rods for the Type R. It is made to withstand the higher rpm's, and is still lighter than the stock parts. These Type R parts are made with such precision that the weight difference between all four rods is so small that it is negligible.
Naturally, porting and polishing excessively won't yield good results -- it will only upset the balance between displacement and peak rpm's. Some basic physics explained... In any cylindrical enclosure/piping, the closer air is to the metal wall, it will flow slower, and the closer it is to the center of the cylinder, it will flow faster. As rpm's increase, slight variations in the enclosure will cause for serious air flow disturbances. Logically speaking, a straight, cylindrical port would prevent any problems of air-flow disturbance, but with street cars and their limited engine bay space, the port has to be bent. The stock port is built to within such precision that it can already withstand rpm's of up to 7,000 rpm without creating any unwanted air-flow disturbances, but once it reaches 8,500 rpm, the engine struggles to keep the air flowing smoothly. To augment this problem, two of the best mechanics at Honda were selected and assigned to manually port and polish the engine components. Though this limits production to 25 engines a day, this allows for the engine to reach 8,500 rpm, and respectively, 200 horsepower. For those of us who want to port and polish our GS-R engine parts, unfortunately, Honda would not disclose to us the details of this procedure.
The piston skirt was made lighter in order to lessen the inertial mass. Since lightening the piston causes the piston "neck" to rock back and forth, a molybdenum coating was applied to lessen friction.
Next, the valves and the valve springs needed to be upgraded in order to be able to withstand the high rpm's and the increased fuel injection. In order to increase air flow efficiency, the angle of the valve seat opening was tightened from 60 to 45 degrees. Also, bigger and lighter valves help to deliver more fuel. Instead of making the valve bigger, Honda engineers made the cone bigger and reduced the stem radius even further. In specific, the underside of the valve cone was shaved to its limit, and the valve shaft width was decreased from 5.5mm to 4.6mm -- making the valve 12% lighter than stock. Amazingly, the valves are made so precisely that their static balance differential is basically 0.0. We jokingly asked Mr. Suga what he would do if Honda's parts manufacturers sent over valves that had weight differences. His reply was quick and simple. "We would toss them out." Hm... very strict. Past 8,000 rpm, other valve-related problems occur. Such problems include surging, jumping, bouncing, etc... In order to prevent such problems, the valve springs are made by dual-bound springs. Furthermore, Honda used non-cylindrical, "flat" springs in order to keep the spring height near-stock, and still increase rebounding power.
Injectors installed on the underside of the pistons allow for improved cooling, and prevent the pistons from getting "burned-in".
The camshaft lift amount was changed for both intake and exhaust valves. The intake lift was increased from 10.6mm to 11.5mm, and the exhaust lift was increased from 9.4mm to 10.5mm. To compensate, the intake opening timing was increased from 10 to 15 degrees before piston apex, and closing timing was increased from 40 to 45 degrees after the piston reaching base. Likewise, the exhaust opening timing was increased from 40 to 45 degrees before the piston reaching base, and the closing timing was increased from 7 to 10 degrees after piston apex. By doing so, the valves remain open longer -- allowing for more air to enter the combustion chamber.
Unlike the base crankshaft, additional balancing weights were added on number 1 and 4, and allows for smooth, high-rpm revving -- making it a 8-weight, fully-balanced crankshaft.
The attachment point of the connecting rods to the crankshaft uses a new, adjustable connector that allows the mechanics to manually adjust the connection using a micrometer so they can compensate for the stretching of the connecting rod bolt.
One of the keys to tuning a NA engine is the piston. In order to increase the compression ratio, aluminum, pent-roof-type pistons were used. In order to keep a good precision of mass, the aluminum pistons were forged. The piston ring was given more space to move around in, and to prevent piston "head" shake caused by the extra space, a molybdenum coating (also used in the NSX) was applied to lessen friction. The con rods are specially made for the Type R, and have a neat, little letter "R" molded onto it. The precision weight of these con rods are 2 levels above that of on-line production models. The weight differential between all four rods is so small that it is negligible, and all contacting surface areas are finished off with a race-car, mirror finish, and is connected to a fully balanced crankshaft. Furthermore, the assembly of the con rods and the crankshaft play an important role in attaining the high rpm's. In order to ensure perfect assembly, the engine is taken off-line and these parts are assembled by hand. A custom con rod micrometer gauge is used, and the stretching of the con rod bolt is taken into account for as the connections are tightened. This is something no machine can do, and this ensures that there aren't any unwanted vibrations at high rpm.
The dual-port intake manifold was "simplified" to a single-port -- allowing the torque curve peak to be at an unusually high 7,500 rpm. Very unusual indeed, but compliments the horsepower curve peak at 8,000 rpm.
In order to prevent engine knocking at high rpm's, NGK's high-spark #7 platinums are used. Honda is so meticulous with its Type R production that it actually coats the spark plug tip with silicone so the spark plug doesn't collect any unwanted deposits during the stop-and-go of transportation. (Wow... does that help any?)
Two of the best mechanics at Honda port and polish the manifolds by hand in order to create a high-rpm engine. Due to the manual process, only 25 engines a day can be created. Our sources have confirmed that their are now 5 mechanics working full time on port and polish. Ed.
The intake port was simplified from a dual-port to a single-port -- in hopes of making high-speed air flow better. The stock exhaust piping that varied in width from 48.6mm~50.8mm was upgraded to a full piping with 57.2mm width all the way. Furthermore, the fully stainless-steel header a-pipe employs a 4-2-1 design, but with no sharp edges in the A-pipe when going from 2 to 1. This is a feature that is said to be impossible to do in mass-production.
The valve springs are not cylindrical, but flat -- and made of dual-bound springs. This prevents the surging effect at high rpm's, and avoids any interference with the pistons. The cut-off area of the springs are done with the most extreme care.
Bigger valves have their advantages, but are heavier. The Type R's valves were redesigned so as to have a bigger cone area, but still be 12% lighter.
In overview, over 60 engine-related parts were changed or entirely re-designed for the Type R. We asked Mr. Suga for any other advice on tuning the Type R any further. He replied, "I would prefer that people don't try to further tune the Type R. No, actually, they shouldn't try. Each upgraded part works in perfect harmony, and fiddling with the factory setting will only lead to a decrease in performance." It's probably safe to say that the Type R is a rare, "fully tuned" and "stock" automobile.
In order to make exhaust air flow smoother, there are no sharp angles in the header. Furthermore, in order to lighten/strengthen the parts, stainless steel was used.
Impossible to do in mass-production, all exhaust piping is welded together with no sharp edges throughout. Also, the piping was upgraded to 57.2mm throughout to increase air flow.
The muffler is a multi-chamber design, and does a wonderful job of dissipating sound. However, the funnel-shaped piping in-between the chambers makes it a very free-flowing exhaust.
--------------------------------------------------------------------------------
Integra Type R Specs
Bore/Stroke Stock
Displacement Stock
Compression Ratio 11.1
Valve Width See above
Plugs #7 Platinum
Throttle Body 62mm (+ 2mm of stock)
Intake Manifold Single Port
Air Intake Width 70mm (+ 5mm of stock)
Exhaust Piping 57.2mm (+6.4mm~8.6mm of stock)
Tail Pipe Width 76mm (+25.2mm of stock)
--------------------------------------------------------------------------------
Mass Gain (compared to GS-R)
Stiffer Suspension/High-grip tires +5.500kg
LSD +1.500kg
Performance Rod & Aluminum Make +3.440kg
Body Stiffening Metal Sheets +1.711kg
Strengthening Wheel Bolts & Bearings +0.704kg
Strengthening Tailgate Area +0.313kg
Stiffer Rubber Exhaust Piping Mounts +0.140kg
Recaro Seats +6.647kg
Front Spoiler +1.034kg
Rear Spoiler +2.900kg
Miscellaneous +1.160kg
Total Increase: +25.049kg
--------------------------------------------------------------------------------
Mass Reduction (compared to GS-R)
Lighten Flywheel -0.750kg
Lighter Engine, Exhaust Pipings -3.329kg
Aluminum Radiator -1.350kg
Compact Battery -3.000kg
Lighter Aluminum Wheels -5.200kg
Floor Sheetmetal Removed -10.665kg
Dashboard Insulator Removed -3.869kg
Fuel Tank Wave Absorber Removed -0.450kg
Floor Heat Panel Removed -0.272kg
Resin Spare Tire Lid -0.997kg
Aluminum Left-Side "Stopper Bracket" -1.300kg
MOMO Small-Radius Steering Wheel -0.700kg
Rear Wiper Removal -1.851kg
Car Stereo & Antenna Removal (optional) -5.665kg
Air Conditioner Removal (optional) -18.700kg
Miscellaneous -6.919kg
Total Decrease: -65.017kg
Best 1/4 E.T.: 14.66 "Bone" stock.
New User
Joined: Nov 2000
Posts: 163
Likes: 0
From: Canada
Re: why is a b18c5 so good??? (fsarfino)
Honestly, while the engine itself is impressive for what Honda has done to it, it's still a tweaked B18C1. It's the combination of the engine and chassis that makes the ITR an awesome car to drive, not just the engine alone. Too bad the Type R concept has been so hyped up by riceboys that they all seem to think "if it's Type R then its good and I want it in my Civic". These guys don't have any idea of what the R really stands for, all they know is it's the most powerful B-series motor.
Thread Starter
Junior Member
Joined: Oct 2001
Posts: 433
Likes: 0
From: Rockford, IL, USA
Re: why is a b18c5 so good??? (Type R 1090)
Great but at 5k plus for this engine I think even a B16a at 1200 (1st gen) with the extra 3800 in it would spank a B18c5 (stock)
[Modified by fsarfino, 8:41 PM 5/29/2002]
[Modified by fsarfino, 8:41 PM 5/29/2002]
Honda-Tech Member
Joined: Feb 2002
Posts: 5,498
Likes: 0
From: Over populated...San Diego.., blehh, USA
Re: why is a b18c5 so good??? (Type R 1090)
R stands for ricer 
hey! if you are a ricer and you are putting altezzas in your car then does that mean that you are "ricing"?
hey! if you are a ricer and you are putting altezzas in your car then does that mean that you are "ricing"?
Honda-Tech Member
Joined: Oct 2000
Posts: 4,406
Likes: 0
From: Brooklyn, NY
Re: why is a b18c5 so good??? (fsarfino)
Great but at 5k plus for this engine I think even a B16a at 1200 (1st gen) with the extra 3800 in it would spank a B18c5 (stock)
Global Moderator
Joined: Jan 2000
Posts: 11,470
Likes: 0
From: Yokohama, Japan
Re: why is a b18c5 so good??? (jond)
If I were into hybrids, I would get a GSR or Prelude engine, put an intake, exhaust, and cams in it, and your golden.
Joined: May 2002
Posts: 2,020
Likes: 0
From: Mars
Re: why is a b18c5 so good??? (jond)
Oh no we open the door for you know who to come and acuse this guy for wanting a stolen motor...
*as I shake my head side to side*
He's coming, and theres nothing we can do excpet lock the post.
*as I shake my head side to side*
He's coming, and theres nothing we can do excpet lock the post.
Former Moderator
Joined: Oct 2001
Posts: 16,612
Likes: 55
From: Southside ATL, GA
Re: why is a b18c5 so good??? (jond)
Well, I have owned the "big 3" of the DOHC VTEC swaps.
B16A2 - still got it in my fiancee's 1992 hatch. 143whp 102ft/lbs. torque. Quick, but not gravy.
B18C1 - liked it. 150whp 122ft/lbs. torque. 14.7 1/4 mile time.
B18C5 - love it. 175whp 123ft/lbs. torque. Turned 13.9 in the same car as the B18C1 did, yet it had less mods on it.
I would not trade my B18C5 for anything. You simply cannot top a good Honda engine build, and sure you might be able to out power the B18C5 with a built B18C1, but how long will it LAST?
I drive the **** out of mine, yet I see NO smoke!
I have seen enough smoking built B18C1s to know that I care not to have one.
B16A2 - still got it in my fiancee's 1992 hatch. 143whp 102ft/lbs. torque. Quick, but not gravy.
B18C1 - liked it. 150whp 122ft/lbs. torque. 14.7 1/4 mile time.
B18C5 - love it. 175whp 123ft/lbs. torque. Turned 13.9 in the same car as the B18C1 did, yet it had less mods on it.
I would not trade my B18C5 for anything. You simply cannot top a good Honda engine build, and sure you might be able to out power the B18C5 with a built B18C1, but how long will it LAST?
I drive the **** out of mine, yet I see NO smoke!
I have seen enough smoking built B18C1s to know that I care not to have one.
Honda-Tech Member
Joined: Feb 2000
Posts: 312
Likes: 0
From: San Diego, CA
Re: why is a b18c5 so good??? (fsarfino)
Great but at 5k plus for this engine I think even a B16a at 1200 (1st gen) with the extra 3800 in it would spank a B18c5 (stock)
[Modified by fsarfino, 8:41 PM 5/29/2002]
[Modified by fsarfino, 8:41 PM 5/29/2002]
Probably not. However, your way is much better for the money if you can sacrifice some refinement of engineering along the way.
shit post warrior
Joined: Dec 2000
Posts: 9,141
Likes: 5
From: Socal, CA
Re: why is a b18c5 so good??? (Gansan)
I think the reliability issue is the key which alot of "power hungry" tuners don't really recognize. The LS/VTEC and B20/VTEC cannot be safely revved to 8-9K RPM and hold up over time like a stock B18C5. Not without major problems and upkeep.
I think this is the message Honda engineers are trying to convey when they designed this motor. Yes you can swap this part and that part, and get a few more ponies, but the reliabilty factor has all but gone out the window when you do this.
For me.......I would never sacrifice reliabity for power, not even in a racecar!
I think this is the message Honda engineers are trying to convey when they designed this motor. Yes you can swap this part and that part, and get a few more ponies, but the reliabilty factor has all but gone out the window when you do this.
For me.......I would never sacrifice reliabity for power, not even in a racecar!
Thread Starter
Junior Member
Joined: Oct 2001
Posts: 433
Likes: 0
From: Rockford, IL, USA
Re: why is a b18c5 so good??? (ITRbroham)
But one thing to consider is how much reliabity can you expect out of a engine that is going to be beat on and revved to 9k on a daily basis myself I would expect a rebuild about every 30k to 40k miles
INSERT TITLE HERE
Joined: Jan 2000
Posts: 1,600
Likes: 0
From: Littleton, CO, USA
Re: why is a b18c5 so good??? (fsarfino)
Just a simple question why even bother to buy one of these engines when a LSVTEC or B20VTEC or B18c can be just as good. **** a B18C can put out just as much hp with a thinner head gasket and mild porting so why does everyone think this engine is so great. Please fill me in. Thanks guys...
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Joined: Jan 2000
Posts: 1,600
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From: Littleton, CO, USA
Re: why is a b18c5 so good??? (fsarfino)
But one thing to consider is how much reliabity can you expect out of a engine that is going to be beat on and revved to 9k on a daily basis myself I would expect a rebuild about every 30k to 40k miles
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Joined: Mar 2002
Posts: 1,650
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From: Some Where, TX, USA
Re: why is a b18c5 so good??? (newt2)
I do my share of beeting on the car but I dont shift at 9K to go to the grocerie store? and if you do Im calling you a Jacka$$!
just to put it in another point of view:
I have alot of friends with hybrids (CRVtec) and they cant beet me? I know the swap is good b/c most are done at Jotech and most have more bolt ons than me.
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But one thing to consider is how much reliabity can you expect out of a engine that is going to be beat on and revved to 9k on a daily basis myself I would expect a rebuild about every 30k to 40k miles
yet CRVtec's break every ten thousand miles? I dunno about you but I would rather rebuild every 40K (which is still not likely) than fix bent valves and other crap every ten just to get spanked by the car that runs(b18c5) when it is fixed.
OH and wont you end up spending that much money anyways on all the different parts/ repaires/upkeep ?
just to put it in another point of view:
I have alot of friends with hybrids (CRVtec) and they cant beet me? I know the swap is good b/c most are done at Jotech and most have more bolt ons than me.
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But one thing to consider is how much reliabity can you expect out of a engine that is going to be beat on and revved to 9k on a daily basis myself I would expect a rebuild about every 30k to 40k miles
yet CRVtec's break every ten thousand miles? I dunno about you but I would rather rebuild every 40K (which is still not likely) than fix bent valves and other crap every ten just to get spanked by the car that runs(b18c5) when it is fixed.
OH and wont you end up spending that much money anyways on all the different parts/ repaires/upkeep ?
