Hey..

I have a B16a1 now, i want to get a B20 Block with my B16A1 head..

What can i rev this block too??

I'm reving my b16 at 9000 + now.. I have Crower Stage 2 Cams, springs and Ti retainers...

Thanks

 

i'd say new rod bolts. and don't rev a hair over 8k til other stuff is upgraded.

 

not sure if you have the motor or not b16b2b, but most people seem to remember the bad posts with no prior experience of their own.

i have a stock bottom end + stock b16a2 head...8k+ daily I would recommend ARP rod bolts, they will be my next upgrade also.

hope that helps,
mike

 

How about Eagle Rods or simlar, forged Pistons (13:1CR) roughly...

Everything balanced, lighten...

should i beable to Rev to 9500 with a B20Vtec??

 

Before you start revving that high...you'll want to sleeve the block and address the crappy r/s ratio.

The B20 has notoriously thin cylinder walls which don't mate well with the high side load from the pistons.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by BlueTeg &raquo;</TD></TR><TR><TD CLASS="quote">Before you start revving that high...you'll want to sleeve the block and address the crappy r/s ratio.

The B20 has notoriously thin cylinder walls which don't mate well with the high side load from the pistons.</TD></TR></TABLE>

rod stroke ratio is only important if the car must last u along time, b20 can rev just as high just not going to last as long do the added stress on the motor,so he would be fine with rodbolts upgraded if he wants to go to 8k but if this is a race motor then rod stroke ratio is not important, from my understanding they dont make sleeves for b20 anymore, but i could be wrong, becuase it seemed to be pereferred and stronger just to buy a LS block, and have it resleeved and bored to a 2.0, sleeves have nothing to do with revving tho, it is the high compression which cuases them to crack, and since they are thin stock is hence the reason honda uses such low compression pistons and there is no cracking problems in stock CRV's

Also u dont need to rev this block as high as say a b16 to make power out of it

 

If you don't plan on doing any block work then i would not rev any higher then 8 to 82 rpm the b20 blocks are know to crack. Also i would advise a z10 block gaurd.

 

I am on the same page. How about a B20 block with JE 11.5: Pistons, Eagle rods, and GSR Crank, Endyne Girdle, and block guard. Will the stock sleeves hold?

 

here's some food for thought... On a stock bottom end, I'm hitting 8700rpm, every time I drive my car. Now- it's only at that high of a rev for a few fractions of a second and then back down below it's "normal" threshold. This is the life of a drag motor... just done repeatedly.

Now look at a track car- 8g constantly. This is where the focus needs to be on "will the sleeves hold.." High RPM for a long duration will kill the motor faster. I've looked into all the gimmicks available for the B20, and have yet to see any signifigant proof that one thing is better than the other. While I agree that the block girdle is a good investment, it remains that the application be primarily for high-mid/high RPM use.

Pinging can kill the sleeves easier than anything I've ever seen. Too lean of a condition can also cause issues with the motor, that's a current battle I'm fighting. The best thing to do is talk with people that have had the CRVT setup for a long time. I've seen CRVT motors on the track sustain 8k+rpm for 20 min or so, with stock sleeves.... you tell me what the answer is.

 

igotyofire:

I disagree. The rod/stroke ratio affects more than just engine longevity.
A low r/s ratio means higher pistons speeds. Your dwell time for the piston is now less, which means less compression force and a less complete combustion process. You'll also be stuck with the piston traveling away from TDC faster now, which reduces cylinder pressures too rapidly in the higher rpms.

The reason you resleeve the block if you plan on raising the redline (or adding boost) and keeping the oem crank and rods is because you can't rev the lower r/s ratio as high as say the B16 (which has a r/s ratio of 1.77) because of the higher rod angle that our 1.5x rod ratios create. You end up with higher piston presures on the sides of the cylinder, you rev too hard and you'll push that piston right through into the coolant jacket.

 

R/S ratio play an important characteristic of the engine's ability to make power. Suppose you have two identical motor with two different R/S ratio. Usually, the higher R/S one will have a power curve that peak at a higher RPM. This is why many lsvtec or crvtec doesn't make power pass 8500rpm even with some wildest cams.

Just my $.02, feel free to correct me!

 

we take ours to 8500 everyday... have been for over 30k miles. bone stock bottom end. the rods and sleeves will crack way before a rod bolt fails imo. r/s ratio is only important if your pushing the limits..... and there are very few people here pushing any kind of limits. the b20/ls r/s ratio isnt that much worse from a b18c r/s and people take those above 9000 all the time...

 

B16 r/s is 1.74 not 1.77

 

If you just rev for the sake of reving, then I know a few people with lsvtec that rev over 9krpm. But what's the point of reving if you're not making power. May be just to satisfy the craving.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by kid-honda &raquo;</TD></TR><TR><TD CLASS="quote">B16 r/s is 1.74 not 1.77</TD></TR></TABLE>

You are correct.

134 / 77 = 1.74

on me for hitting the wrong button on my calc.

 

so i know you guys are gonna say search but is a vtec head plug and play??? and could i run a p72 on this motor temporarily i know it would be an uphill battle with getting the fuel to it but just temp.