Build by Steve "Omni Man" Rothenbuehler.

-2.0 CRV Block (B20B)
-Machined Stock CRV Pistons yielding approximately 11.2:1 CR
-Custom Crower rods
-GSR Head Heavily Ported And Polished (By Omni)
-Crower Titanium Retainers
-Skunk 2 Dual Valve Springs
-GSR Valves
-Skunk 2 Cams
-Skunk 2 Intake Manifold (Extrude Honed)
-Type R Throttle Body
-RC 310 Injectors
-MSD 6AL Ignition
-B&M Fuel Pressure Regulator (Set At 58 Psi)
-Skunk 2 ECU
-Apex-i VAFC
-Comptech Cold Air Ice Box Intake
-DC Sports 4-1 Header (2 1/2" Collector)
-Skunk 2 Test Pipe
-Greddy Exhaust



The GReddy exhaust is too restrictive for this car. With open exhaust power increased dramatically:



I know you guys will ask how much does it make on dynojet. The car posted nearly identicle numbers as baseline (before comptech coldair install and uncorking the exhaust). So we're sure on dynojet the result will be very close.

Couple more little tricks and 240 hp+ is expected. The car weights about 2500 with driver. With little over 200 to the wheels it had previous gone mid-high 12's at ~105 mph. Soon we'll find out what she can do, low 12's is expected.



[Modified by frank@b16a.com, 10:41 AM 6/14/2001]

 

Wow!

 

What's a **** intake?

 

a. why r they using GSR valves and not bigger ITR valves?
b. why didnt they go w/a stronger, lighter set of forged pistons?

uhmm... DC sports header?
I guess the "JDM" editions are just better, but than again what JDM part isn't better?

How long do you expect this engine to last? seriously... dont wanna sound like an *** or anything.

 

Kamil,

ITR valves are not bigger. They are the same diameter. The intake valve of the ITR has a thinner valve stem to help improve flow and to reduce weight. The exhaust valves are identical.

All DOHC VTEC B-series heads have these valve diameters:

intake 33mm
exhaust 28mm

If I am wrong please correct me.

-kenji

 

Looks like this engine will run very happily for a very long time. I don't get why you asked that question though...it's not running a super high compression, and not running a very high redline. This motor will be a tough one.

 

I dunno, Comptech's dyno has been known to read really high numbers. Personally I like Dynojet numbers a lot more then these other dyno's. Dynojet is well known and used by most Hi-tech and race firms. If you know this guy, have him stop by DSR and dyno against all the other type R numbers their. They have the latest Dynojet and have tons of R dyno'd to compaire against.

 

b20z pistons were chose to retain factory's ultra tight piston to wall clearence. shaving also made it ultra light. this is for NA so it's alright. longer rods are used to move the piston up the chamber to increase CR.

ITR valves are not any bigger. the reduce stem is mainly for weight reduction. people say it flows better but Larry has said to me before regular B series valves actually flows better.

this motor already had over 10k on it. when it was first built it was making just over 200 whp (on dynojet) and something like 145 ft-lbs. it made a little more once it had some miles on it. originally it had a b16a head. recently it was pulled out for a heavily worked P72 head and picked up quite a bit of power.

DC header. they are great bang for the buck, I keep on telling people they are not bad. My old DC 4-2-1 two piece header is on Roger Foo's car and it makes over 190 hp and well over 120 ft-lbs on a b16a. is that thing choking the engine? i think not.

The JDM DC 4-1 is good, not the best but a highly bang for the buck header. Personally I feel it is equal to a ported JDM ITR 4-1 (a non ported JDM 4-1 is already good).

This car will break 240 whp on dynojet in the near future.

As for dyno number it is interesting but not end of the world. Ultimately the times down the drag strip will prove the real power it has. What is important about any dyno is the repeatability.

[Modified by frank@b16a.com, 12:13 AM 6/4/2001]


[Modified by frank@b16a.com, 12:22 AM 6/4/2001]

 

I've seen a number of NA motors fail recently, for various reasons; broken valve springs, retainers, timing belts, cam gears, connecting rods, etc...
What do you think is the weakest link on this motor?

When builing a race motor, one would try to estimate the life expectance of it and take proper measures to ensure either top power or longetivity (say top-fuel drag race motors vs. 48 hour endurnace race motors).

I see the use of the stock pistons from your explanation; reliabilty and proper fit, OEM parts rule.
Which crank was used in this motor? CR-V or 1.7 liter?

edit, i knew the ITR and GSR valves were the same, just forgot I guess... really.

-Kamil, who will one day plans to get back on wrenching on motors.


[Modified by Kamil, 9:26 AM 6/4/2001]

 

cool

 

I just wanted to clarify a few things...The car has been on a Dyno Jet at Group A Autosports...It made the exact same horsepower on the Dyno Jet as it did at Comptech...When a new GSR Head was put on the car and it was tuned it made right at 218 at the tire...Then the car went to Comptech so that they could do some Header testing and it duplicated the horspower to a tee...A Comptech Intake was added which brought peek horsepower up to 221 at the tire...The car had a terrible intake on it for a while...one of those "Custom" LOL!! Intakes Then an exhaust was put on the car that had very little restriction...The car then made 229 at the tire...The Greddy exhaust chokes the motor off considerably...The car feels incredibly good even down low in the RPM range...It should definitely make 240 with a higher lift cam...Plus when the car was on the Dyno it had a stock Type R Throttle body which was just replaced with a 64 mm...You can feel a difference up high...Quite possibly two or three wheel horsepower from 6000 RPM's up

 

I've always said the Comptech dyno gives comparable results to a Dynojet, but no one ever wanted to believe me. At least I have some company now. Give me a couple weeks and we'll have another 2.0L ITR motor to compare results with!

Mike

 

MAD TORQUE and HP and doesn't even need to reved past 8000 rpms!! Nice.

 

Ok... whose selling these monsters in a crate for "bolt on" application?

 

thanks for the post Frank. That's mad power from a 2L. Roger's car is an open header and I had a chance to talk to both he and James Chin when they came up for the Mosport race. They definitely just use a ceramic off the shelf DC 4-2-1 not even the titanium race exhaust...I think people have to have a compatible cat/exhaust setup to not see the DC slow the exhaust velocity out of the head. How about using a custom stepped exhaust like going 2 3/8 in. at the A pipe then 2.5 in. from the Bpipe back. The stock cat really does a disservice to flow....I think Comptech posted the following on cat flow rates at 28" vacuum...

Catco (metal core) 2.25" 223.8 cfm
Catco (metal core) 2.5" 271.9 cfm
Catco (std. core) 2.25" 338.2 cfm
Catco (std. core) 2.5" 388.0 cfm
Random Tech 2.25" 297.1 cfm
Car Sound 2.25" 342.7 cfm
Test Pipe 2.25" 407.1 cfm
Stock NSX 242.1 cfm
Stock Type R 223.6 cfm
Stock Integra 218.3 cfm

So will there be a run on CRV blocks from GSR owners ?

 

Gotta love that another Skunk engine!

 

Very nice! Too bad you cant post anything here @ H-T without the skeptics coming out of the woodwork.
To quote EVIL GSR "Dont hate, Congratulate!"

 

Omni man, omni man...that's the same guy that built Roger F00's B16 right?

yoshi - who'll leave his motor stock till it blows up *touches w00d*

 

very nice chart without any ITBs or advanced header. Any chance of getting some headflow numbers after porting ?


Greg

 

That may or may not be disclosed. The car makes that much power cause Steve can verify and modify his porting by using his flow meter.

The head is the main reason why this engine makes so much power.

Probably a 2200.00 head job. I have a similar head that's why I make good power from a relatively conservative engine.

With a real header and itb.s I would say another 20-30hp.. That would be potent as hell on the street.


Hey Frank this one for sale??

 

I'm sure come this Monday, you guys will see a really nice dynochart.


Greg

 

Not bad, I'm happy my setup matched his whp, yet his trq is about 14lbs more then me thanks to that 2.0l

rboosted717-who's happy that his little 5.5psi matched this crazy 2.0l modd'd engine!

Oh yeah, I want to see this on a dyno other then comptech and Group A. Both have been accused in the past for fudging the numbers. Lets see it on DSR's dyno to compair to the other dozen type R's that have been on it. Not to mention that they have the newest dynojet around here which reads perfectly.

Oh yeah and what do you mean open exhaust? Just running a header and test pipe?


[Modified by Rboosted717, 2:55 PM 6/13/2001]

 

I had the car on two entirely different Dyno's for this exact reason...Both yielding the exact same results...Trust me the car makes the power claimed...Both are corrected horsepower and torque figures...Steve certainly builds great motors that make awesome horsepower...I am very pleased with the set up

 

The exhaust that was used on the dyno with 228 is a 3" pipe connected to a Supertrapp muffler...It was used simply to see what the horsepower would be without much restriction...It is run with the Greddy SP on the street...I am probably going to upgrade to a 3" Thermal in the near future Any suggestions as to which header I should use??? I have tested the JDM Type R and a prototype Header..Both headers tested were approximately the same peek horsepower...I am thinking about a HiTec header...Possibly built with a 3" collector so that I can use it on the street...Any suggestions would be greatly appreciated

 

What kind of car is this in? How much would it cost to do a similar shortblock setup , with Steve providing the block?