stock B16a2,
ive got new plugs, wires, dist. cap & rotor, and a pulley to install still along with alittle exhaust work to do.



So thats a 33 % more power than what i had and it went on a 100+ pound diet

See ya!

 

where'd you get that dyno??

what is the new setup? i'm too lazy to search...

 

Carter Racing in Savannah Ga.

new setup is 2000 civic Si motor with J4D tranny It has a cheapy intake and a DC Header. I went with the Hondata S100. Im using the same exhaust that i had on the single slam which is 2.25 with the rear section taken off.

 

Shane,

glad to hear things are progressing for you!

good luck in 2008!

tom

 

nice shane, nice!

 

Wow ... interesting. That's barely more hp and significantly less torque than my H4 B18a1 put down on a dynojet. There are a few guys running B16's in H2 cars here and I had been wondering why they weren't really motoring away from me on the straights, but I guess now I know. I thought that motor would put down closer to 160whp with bolt-ons.

Given that the B18a1 can run at 2200 lbs in H2 with similar horsepower, more torque, and no vtec gremlins, it might be a good choice for H2.

Good luck this season!

 

Nice, have you added the ITR cams yet?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by FlyZlow &raquo;</TD></TR><TR><TD CLASS="quote">Wow ... interesting. That's barely more hp and significantly less torque than my H4 B18a1 put down on a dynojet. There are a few guys running B16's in H2 cars here and I had been wondering why they weren't really motoring away from me on the straights, but I guess now I know. I thought that motor would put down closer to 160whp with bolt-ons.

Given that the B18a1 can run at 2200 lbs in H2 with similar horsepower, more torque, and no vtec gremlins, it might be a good choice for H2.

Good luck this season!</TD></TR></TABLE>

Why would you think a motor that is rated at 160 crank hp, should make 160whp? especially knowing that on our cars an intake and header do not net significant gains...

 

they said their dyno reads alittle low. Ive got a pulley and a few other things to install. given the intake is no-name and my exhaust sucks id say its about right. i will keep you guys posted. i pulled the plugs last night and they werre toasted

 

[QUOTE=FlyZlow]
Given that the B18a1 can run at 2200 lbs in H2 with similar horsepower, more torque, and no vtec gremlins, it might be a good choice for H2./QUOTE]
The VTEC vs. non-VTEC battle in H2 is going to be interesting. It'll take a few years to see if the rules committee got the weights right, but I'm still leaning toward the optimized B20 cars to have an edge over the optimized b16 cars for most drivers at most tracks.

Time will tell.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by chairwitharmrests &raquo;</TD></TR><TR><TD CLASS="quote">

Why would you think a motor that is rated at 160 crank hp, should make 160whp? especially knowing that on our cars an intake and header do not net significant gains...</TD></TR></TABLE>

My LS motor is rated at 140 crank hp stock and I put down 136whp on a dynojet at 3k feet elevation (so ~140whp at sea level) with basically just bolt-ons. I think it's pretty common for H4 cars to put down near-stock crank hp numbers to the wheels with just bolt-ons, cat delete, etc.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by thawley &raquo;</TD></TR><TR><TD CLASS="quote">
The VTEC vs. non-VTEC battle in H2 is going to be interesting. It'll take a few years to see if the rules committee got the weights right, but I'm still leaning toward the optimized B20 cars to have an edge over the optimized b16 cars for most drivers at most tracks.

Time will tell. </TD></TR></TABLE>

Yeah, should be interesting. I think the B20 will definitely be a good option in H2. They're cheap, torquey, and let you run the car and low weight, which helps everywhere.

 

http://video.google.com/videop...hl=en

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by FlyZlow &raquo;</TD></TR><TR><TD CLASS="quote">Given that the B18a1 can run at 2200 lbs in H2 with similar horsepower, more torque, and no vtec gremlins, it might be a good choice for H2.</TD></TR></TABLE>

I've been running a VTEC motor for quite a while now, and never once had a gremlin associated with the VTEC system. Its a pretty simple system.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ZUL8R &raquo;</TD></TR><TR><TD CLASS="quote">

http://video.google.com/videop...hl=en </TD></TR></TABLE>

sounds nice, I cant wait to see how it rolls small bore with you driving

 

Shane - thanks for coming by to have us tune and install the Hondata. If you need any help with the car over this season, shoot me a PM or give us a call.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DOHCter &raquo;</TD></TR><TR><TD CLASS="quote">

I've been running a VTEC motor for quite a while now, and never once had a gremlin associated with the VTEC system. Its a pretty simple system.</TD></TR></TABLE>

While it is simple, you'd be surprised at the kind of havoc oil starvation can play on VTEC function.

And Flyzlow, try to dig up some B16, B18A/B, and B20 dynos. Looking at them overlapped is VERY interesting. The non-VTEC guys tend to overpower the VTEC motors until 5000rpm or so. As an example, here's my B20 vs. an HC-legal GSR motor:

 

Not to highjack the thread but looking at this http://www.nasaproracing.com/r...e.pdf

Under H2 it states for the B18a/b ITR or BLOX manifold 9.9:1 and 2200 LB
the B20 states OEM cams ITR or BLOX manifold 10.0:1 and 2250 LB

Can you change cams on the B18a/b? I would think not as it apears that the rules are writen to say what you can do and as its not listed I guess its a no no.

 

You're correct, cams must remain stock for B20 and B18A/B motors in H2.

 

theres mine. b16a3 (p30 pistons) and itr cams. vafc 'tuned'


Modified by Lo-Buck EF at 5:05 PM 1/28/2008

 

Thanks for the charts fellas. The B16 is tough to make out, but it looks like ~155-160whp peak and ~113 ft-lbs with sub-100 ft-lbs until &gt; 5500 RPM. It seems like you'd have to run like a 4.9 gear or something just to be able to pull off the corners with 225 tires given that setup. Anything less than a 4.78 gear must be a dog. You might actually be faster running 205's.

I wish I had a softcopy of my B18a1 chart, but I don't. I didn't think to take a usb drive or anything with me to the tuning shop. If I can find the printout, I'll scan it and post it up. The only thing to note about mine is that it's bored 1mm over, which is legal for H4, but not legal for H2. It results in ~1% greater displacement than the .020" overbore that is H2 legal, however, the H2 compression limit is higher, so it might be a wash. I dyno'd back to back with another H4 racer here and his integra with a bone stock B18B1 put down 4 less whp peak and 6 less ft-lbs torque peak, but my car had a significant (~10+ ft lbs) torque advantage through the midrange. I think it was due to a combination of the overbore and head milling (.018"). My motor is currently around 9.4:1 compression, which is still .5:1 shy of the H2 limit, so I think that you could easily sneak out a few more ponies there. I'd guess a fully prepped H2 B18A/B1 could put down 145whp/125tq pretty easily. That seems pretty in-line with the B20 chart that cheesemonkey put up given that the B20 has the same stroke and slightly larger bore.

My guess: the B20 H2 min weight is going to have to go up to 2300 or so. The LS weight of 2200 isn't enough to make up for the 20whp difference and the B18C1 weight of 2400 lbs is too much to compensate for the extra high end power given the lower amount of midrange torque. The B16A at the same weight is putting down less whp and significantly less torque, so I can't really see it being competitive head to head.

 

I agree, 145/125 should be entirely reasonable for an H2 LS motor. FWIW, my motor which is slightly overpowered for an H2-legal motor, was just a touch faster than an H2 ITR with a beat motor. Vehicle weights were relatively on par with the ruleset. That's doing the drag race kinda thing down a straight, so it's hardly scientific, but it should give some idea.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DOHCter &raquo;</TD></TR><TR><TD CLASS="quote">

I've been running a VTEC motor for quite a while now, and never once had a gremlin associated with the VTEC system. Its a pretty simple system.</TD></TR></TABLE>

Define "running." The HC racers here that go out in 100+* ambient temps seem to run into all sorts of VTEC related issues. I've heard of more than 1 having to cycle the master switch every lap just to get the car back out of limp mode after a high-g turn.

I'm not saying that it's an extremely faulty system, but it is one more thing that can go wrong on a racecar.

 

yea and lets not forget about those running c5's in h2. yea the weight is up there at 2500 but at some tracks i dont think its gonna realy hurt them.

 

Unless your in an EF your wont come close to the minimum weights in H2 for the LS, the b16a has a chance in an EG but that is about it.

Once the rules make it easier for more cars to get to the minimum weights then start dealing with equaling them out.

And these are road race cars, my z6 which red lines at 7200 never sees below 5,500rpm.

The B16a with its tranny and higher revs really should be staying in the 6,000+ rpm range.