im building a n/a b18a1.Arp main studs rod bolts n head studs. p30 pistons bore 82mm decked ported head and intake .skunk 2 BDL TB ,crower dual spings valves re faced and back cut 3. angle valve job n crower 404s 4 2 1 header act street lite flywheel cc clutch . and a nice tune. i want to make 190 or 200 whp. can i get it with my set up ???? thankx

 

no, even if you are starting with the later A1(140hp) vs the earlier A1(130hp). although i dont know what the difference is.....if its just different cams then starting out with the late A1 wont help cuz you have different cams in it already.
early A1 should have about 110-117hp at the wheels
late A1 should have about 119-126hp at the wheels

190-200whp is about 209-230hp at the crank

theres no way the parts and work you have is going to get you 70-90hp at the wheels. vtec will be the easiest way to get there if you want to stay N/A.........or boost it.

my guess would be somewhere in the 150whp range which would be around 165-173hp at the crank.

the LS is alot like the D seies in that as it is, N/A has somewhat low limits unless you get crazy with it. boost or converting to vtec or both is your best bet to make the kinda power you are looking for.

 

nope

 

Hitting 200 whp with a non-vtec b18 is a big challenge. It will be achieved with good port work, good quality header suited to your setup, a good bottom end that will keep up, and much dyno time.
You will see 150-170 whp with a good tune if that is your setup, but it will be a very fun engine.

Now if more people reply to your thread, you will see a bunch of dousche bags saying ''just get a vtec head it will make more power'', while they might be right, sometimes they forget what its all about, so its up to you.

 

i dnt think so i just saw a b18b1 making 175 whp with bolt ons . so i think im good my comprressions at 11.5.1. 150 to the wheels with all that **** i dnt think soooo. im making power buddy. and i got a 93 b18a1 really doesnt matter cuz it ported anyway

 

well said

 

yeah i know pple told me go vtec/ but thats not me. i got a good port job and ported the exaust side too

 

With a 1.8 your not going to hit 200whp, especially with pr3 pistons. Bump it up to a 2.0 and you can get closer but still hard to reach and could easily be had with a Vtec head. I have a B20z with BC Stg.2s, and I'm changing over to B20v now. Theres a hell of alot more power to be had in a Vtec head. Also searching helps a bit too.

 

i got p30s

 

OH MY GOD!!! I DIDN'T SEE YOU HAD P30 PISTONS!!!
YOU'LL BE MAKING WELL OVER 200 WHP!!!

now go to the dyno and let's find out.

 

well raising compression by 1 point(10:1-11:1) only helps power by 2-4%.....so a ls starts at 9.2......if ALL you did was increase compression to 11.5:1 that would only get you to about 150-155hp at the crank or 120-140whp. so that pretty big bump in compression only got you about 5-10whp over stock. one of the biggest things a bump in compression allows you to do is take advantage of higher octane fuel.

im really not trying to insult you. what you have done seems like alot but its really not.

 

Sarcasim?

 

There was a recent thread with a lot of good information by a guy who had a B20 with over 200 whp on pump gas. IIIRC, he was a tech at King. Also, I think I have seen a non-vtec dyno thread. I'm sure you can find some good build information there.

 

11.5:1 is good for about 150 whp on stock cams.

https://honda-tech.com/forums/showth...ighlight=motor

 

B19coupe had a 85 mm make 200 search his threads.

 

i would say this set up pending on the head work and if you change the header maybe good for about 175 whp with the crower 404 maybe a lil more with the 405's im not sure why everyone is saying 150 whp though

 

its whatever ill c my machinist said i should make 180 190 if i have a good tune. sooo doubt all you want. hp is all in the head flow and i got a pretty gd port job done.

 

160 or 170whp MAX you will see.....

 

It's hard enough making that power with the VTEC engine at that displacement, let that be a reminder of what you should expect.

 

my boy gots a stock *** b20 bottom end 8.8 compression he put a b16 head itr valve trian and pushing 201 whp with a good tune its all in the head work and tune man. i made this thread to c how many *****s would say its not possible. i think it is. i could be wrong and if i am. thats how ill learn.

 

I find it funny that you're using a B20 with a VTEC head as an example for making 200whp when what you're trying to do is do it with a 1.8 block and non VTEC head. Again, are you getting the picture yet? or did you just make this thread hoping to find people that would justify your way of thinking?

 

even the b20 with the b16 head he states would seem very unrealistic to make 201whp.

I mean a b16 makes 160hp or 140whp stock with great r/s ratio,oem design and 10.2 comp.

if a 1.6 makes 140 with that head, how on earth does a 2lt thats bigger in dissplacement by 24% make 201whp especially with more then a full point of compression lost?
in stock form it would be 165whp at best IMO!

I doubt even with all the boltons in the world would a 8.8 b20b/b16 make more then 185whp using itr cams etc.

 

The build your reffering to is a 81.25mm LS Full competition head porting oversized seats using .5mm O.S. valves. This build had JDM type R pistons it CC's around 12.2:1 compression. Head was milled and chambers welded up. Also used Crower 404's. Skunk2 intake manifold with 65mm T.B.

Our Tuners DD.(His screen name is TTR)



NOW VTEC same bottom end, same header, same intake manifold same TB.
B16 head ported with stock valves and Pro 1's @ 12.9:1 compression.





You make the Call, it all comes down to personal preference.

 

Thanks for posting that up - I referenced that thread because I wanted the OP to see the what was really involved with getting that kind of power out of a non-vtec motor.

BTW, as a side note, the overlay of the two tq curves is a great illustration of why vtec is so useful.

 

definitely laughing at the comparison between a B20 vtec and a LS...............good stuff.