Build Sponsors:

DDTECH Camshafts (www.DDTECHCAMS.com)
Skunk2 Racing (www.skunk2.com)

So for the past 2 years I have been on an adventure in boldly going where no honda build has gone before. Successfully building, boosting, and beating the ever living hell out of a "hondamatic" automatic transmission. The past few years have been filled with new and interesting explorations into how the electronic systems functioned, how the transmission differed from traditional american planetary gear set style transmissions, how much power then could handle, and how to go about getting parts manufactured for this trans and how to make it all work. On the last build (https://honda-tech.com/forums/forced-induction-16/spawnes-supercharged-b20-sponsored-ddtech-3061149/) I had successfully had an automatic transmission from an SIR-G (originally an automatic version of the GSR in japan) built with performance in mind, and was able to also make it shift at any of 3 desired shift points, 7100, 7400, and 7600 rpms. The builds only downfall was the ill fated choice to use non vtec and a supercharger in an effort to make use of the low revving desires of the automatic trans. In december of 2012 the timing belt on that build decided to snap in half while i drove down a local road by my house, thus marking the end of that project in it's entirety.

In january I decided to rebuild the motor as an all motor setup for a short while while exploring potential options for how to proceed with the next phase of this car's long life. However that to, once again proved that non vtec was just not the route that I was looking for.

After a while of contemplating, i finally decided which direction to take. VTEC turbo, using a similar head setup to what was originally available for the SIR-G that this automatic originally came out of. Only not just vtec turbo, I wanted torque, what better place to get extra torque than from an LSVTEC setup. It was time to call up old faithful for action again, the original b18b1 that had been sitting in my garage since the B20 took the stage was covered in grease and general nastiness. It was just begging for action once again. Since I had been enamored with the CNCwerx CSS process, I decided this was the route to go. I had already decided on a 325-375hp power range to test the automatic transmissions limits before having to decide where to go from there. The CSS process would be plenty of sleeve support the stock block would need to handle that, and much more. Skunk2 and DDTECH were also kind enough to join in on the action and provide me with some much needed parts for this build, and I am very thankful for that support (big thanks to dave and brandon over at s2, and derek at DDTECH for providing all the parts and technical help).

and thus...the build...

LSVTEC

B18B1 81.5x89 Stock Crank
CSS Block Guard by CNCWerx
Skunk2 Alpha Series Connecting Rods
Supertech 10:1 Compression Forged Pistons

B18C1 Head "Street" Port and Polish
Skunk2 LMA Spring's
Skunk2 Ultra Street Intake Manifold (Ported and Polished and Powdercoated)
DDTECH VTEC Cams
Valve train to be determined later

SPA Top Mount Cast Manifold (Ported and Polished)
STC (Speed Trap Consulting otherwise known as "theshodan") Turbo (trade secrets ;-) )
Precision 38mm Gate
BOV to be determined later
Garrett core based intercooler (custom made by us)

other parts as they come in, will be added to the list later...but...PICS! My favorite part! :D

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block back from CNCwerx!






Skunk2 Ultra Street unboxing!!









Skunk2 alpha series connecting rods!

 

reserved for more detailed pics

 

So how much POWA are you shooting for ? It looks like the setup has a lot of potential !

Fancy breaking that trade secret and giving out some info on the turbo ?

 

3030R?

 

I wanna know more about what you got planned for the transmission...

 

Old faithful? I guess that thing does explode every now and again...

Get that block machined while you are at it.

Is that Skunk2 manifold a reject or something? Looks ruff.

 

shodan is going to be the one choosing what wheel/ar/turbo to use based on the information i give him as the build progresses 325-375 is the goal, with a potential for low 400's depending on the future of the transmission.

when its fully functional all will be revealed. Aftermarket for things like high performance clutch packs, LSD, final drive, etc is the problem I have right now.

 

Block hasnt been to the machine shop yet, still needs to be bored/honed, decked, etc. As far as i know this skunk2 mani is a full retail version, not a prototype, but yes it is rough and it is dirty. Still has the release agent on the manifold, however once I clean it off and do the clean up work on the runners (not much in the way of actual material removal, more clean up) its going to be sent off for a wrinkle black powdercoat finish.

I'll be getting some more detailed pics up of that intake manifold soon.

 

here is some more detailed photos of the skunk2 intake

 

I'm interested to see how that thing performs in the real world. Which length did you go for ?

 

No length options on the street manifold. 1.82L plenum volume, slightly larger than the blox v3 and skunk2 pro series i believe.

 

Still hung up on the A/T I see... I want it to work, but I have little faith in these Honda units.

 

Shoot me ! I didn't know they bought a street version out as well.

Have you decided on a suitable P2W clearance yet ? I'm running Mahle pistons myself which are also 4032. My clearances are @ 0.0035". I can't see why you'd need to go any looser than that for what you're after.

 

The problem is merely aftermarket support, the transmission itself is built almost exactly like your manual transmission is. The same things that fail in the manuals are the points that we are looking at for failure on this.

If i go with the supertech pistons like i plan to, .0035 will likely be what I will run as well. I had .0030 on the B20 and they scuffed the cylinder walls, so I am hesitant right now about which way to go. The b20 was only making 180hp max and still they expanded enough to touch the cylinders at the skirts, however its possible that the supercharger just made cylinder temps much higher than they needed to be for that power level.

 

That's strange... Do you remember what your IAT's were like ? It sounds like something wasn't right for sure.

 

Lol on the supercharger? 150-205 f was typical, depending on the ambient temp. More like a winter/summer swing there.

 

Let me just convert that to Celcius.... 205f is 96c ! I didn't think it would of got that hot lol.

 

Finally.. a build thread. I was waiting for when this was gonna happen

I wanna personally thank both Dave and Brandon @ sk2 for going out of their way, for my customer to ensure that the parts were shipped prompty and provided..they were also very helpful during the whole process.

 

Perks of the 3rd gen blower, had jackson racing used a better supercharger on their kits most of them would have made 20-30% more power than what people were seeing. On paper the highest efficiency you could get from a 3rd gen was 64%, and right out of the box they were already outside of their efficiency range, somewhere like 58-60% with how fast they spun, add a stepper pulley and you're barely reaching 50% efficiency with heat through the roof and over 10% of your power being put back into driving the supercharger itself. Oh how i wish they would have used something like a eaton TVS or whipple. TVS blowers are capable of 80% efficiency.

 

I guess i'ma have to save up and fly out there on my own accord and tune this bad mother!

 

You need to fly up anyway so we can go to AC again.

 

AC?? what the fock is that

and i aint staying on no hojo..

 

atlantic city lol you know that place where you lose all your money, we will put you up in a better hotel this time

 

I didn't lose ****.. neither did alan! lol

Please find me a better one.. we'll be flying out Friday morning, i'd like to enjoy my weekend. Non the less.. maybe a nice dinner.. **** is boss

 

were gonna eat at wolfgang pucks place next time around lol