B18A1 options
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Joined: Jan 2004
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From: Kelowna, BC, Canada
B18A1 options
I have an 89 CRX DX. I did the SI swap so I do have MPFI now, The 1.6 is just not doing it for me. I already put 4 grand into it and its just not fast enough. I plan to do a 1.8 DOHC non-vtec. I was going to do an LS-Vtec swap but I want to stay away from vtec, Dont need the gas saving affect. I plan to spend around 10,000 on the B18. I am going to put it on the bottle but im not to fond of forced induction. Just wanted anyones ideas and options on how to build up this engine. Just for the record, i never said no to a turbo. So if you guys thing boosting the rex is the best way to go then say so but give me some idea other then to just throw a turbo on it. I plan to bullet proof the engine with forged pistions, H-style rods, chromeing the crank, titanium valve spring retainers, some type of top end spring, i guess as much head works as i can. roller rockers if i can find them (not 100% sure if they carry them for the b18). But yeah throw out some options if you guys have any.
Thread Starter
Joined: Jan 2004
Posts: 210
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From: Kelowna, BC, Canada
Re: B18A1 options (Fromda80's)
How about you learn to shut the hell up and learn to respect what other people like and there plans. I could care less that you think about what i should and should not do with my car. I asked for people that know what they are talking about and have idea's to hop up my car, not some low life that figures because someone loves there car and is willing to spend money on it and you cant that they should scrap that idea and trash the car. Grow up and keep your mouth shut unless you have some usefull info.
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Joined: Feb 2002
Posts: 5,723
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From: BC
Re: B18A1 options (Fromda80's)
Do it budget, yo. BTW, just get the crank balanced. Honda B series cranks are great. And just so you know the typical place of failure in the bottom end are the rod bolts. Plan on getting some ARP bolts if you're gonna go into the motor.
IMO... I would run the stock B18 with some mild boost, and buy a seperate block and build the crap out of that. I've got a B18A block sitting in my garage just waiting to be built and for my B16A head.
Also, I don't know what you're refering to about VTEC saving gas. That's NOT what it was made for. In my understanding, what makes VTEC so good is that it allows mild profiles on the low lobes for good gas mileage and emissions, while allowing much more power when you hit VTEC. Thus, theoretically you could get cams that have stock non vtec lobes and crazy *** profiles on the VTEC lobes. Best of both worlds
IMO... I would run the stock B18 with some mild boost, and buy a seperate block and build the crap out of that. I've got a B18A block sitting in my garage just waiting to be built and for my B16A head.
Also, I don't know what you're refering to about VTEC saving gas. That's NOT what it was made for. In my understanding, what makes VTEC so good is that it allows mild profiles on the low lobes for good gas mileage and emissions, while allowing much more power when you hit VTEC. Thus, theoretically you could get cams that have stock non vtec lobes and crazy *** profiles on the VTEC lobes. Best of both worlds
Member
Joined: May 2003
Posts: 2,157
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From: Saint Joseph, MO, USA
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote »</TD></TR><TR><TD CLASS="quote">Also, I don't know what you're refering to about VTEC saving gas. That's NOT what it was made for. In my understanding, what makes VTEC so good is that it allows mild profiles on the low lobes for good gas mileage and emissions</TD></TR></TABLE>
its not for gas saving, but its for gas saving.. that is what you're saying..
If you spend $4,000 on your D16 and you're not satisfied, then wtf. $4,000 would get you into the 12s atleast, unless of course you had a shop build your engine..
its not for gas saving, but its for gas saving.. that is what you're saying..
If you spend $4,000 on your D16 and you're not satisfied, then wtf. $4,000 would get you into the 12s atleast, unless of course you had a shop build your engine..
Joined: Jul 2003
Posts: 482
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From: Lake Orion, MI, 48362
Re: (91civicDXdude)
Bascally, list out what exactly you want from this car, then people will be able to better direct their responses.
$10,000 is a lot of money for any motor, so you must have some kind of gola.. are we building a street car? Drag? Road Course? Autocross?
I have a 1989 CRX-Si, which is getting a complete rebuild this spring(its a rolling chassis at the moment. Its going to be a daily driver, although I also have a Jeep I can drive(soon to be replaced by a CR-V). I will attend ~2 autocross events, 1-2 days of HPDE type track days, and maybe 1-2 times a year at the strip, just to see how it does.
So, for me, a B18A is a nice engine, with a wide powerband for daily driving.
I first went through the engine when I got it, and checked it over. Compression/Leakdown was at factory specs, no visible wear in the cylinders. I have a set of better cams for it, plus cam gears. I have the usual I/H/E stuff.
I'll be chipping the ECU myself, and writing some new EEPROM data with turboedit.
Thats 'stage 1'.. once its all worked out, then I'll be putting together a homemade turbo setup, shooting for the 200-225 whp mark, with a wide torque band and a fast spooling turbo.
DOn't take it personal when people give you crap, but understand, we've seen about 2000 other posts like yours, a new guy asks a vauge question about what to build. People will give you crap about it, just the way it is.
The best thing to do whenever posting here, is
a) use the search feature to find out what you can first.
b) Ask specific questions, and post relevent information.
BTW, going back to an earlier point, in general, VTEC is not for gas savings. There is a specific model, one of the new civics, I believe with a VTEC-i or VTEC-e (not i-VTEC) that is for gas savings.
VTEC is basically 1 simple thing: its like having 2 separate camshaft designs in the engine. One designs for low RPM performance, and one for high RPM performance.
However, the side benefit to many of the honda VTEC engines, such as the B16A or B18C's, is that they have extremely well designed cylinder heads, and reasonably high compression.
A B16A head flows considerably more air than a B18A.
Anyway, think about your realistic goals for this car, post back, and you'll get some good info!
$10,000 is a lot of money for any motor, so you must have some kind of gola.. are we building a street car? Drag? Road Course? Autocross?
I have a 1989 CRX-Si, which is getting a complete rebuild this spring(its a rolling chassis at the moment. Its going to be a daily driver, although I also have a Jeep I can drive(soon to be replaced by a CR-V). I will attend ~2 autocross events, 1-2 days of HPDE type track days, and maybe 1-2 times a year at the strip, just to see how it does.
So, for me, a B18A is a nice engine, with a wide powerband for daily driving.
I first went through the engine when I got it, and checked it over. Compression/Leakdown was at factory specs, no visible wear in the cylinders. I have a set of better cams for it, plus cam gears. I have the usual I/H/E stuff.
I'll be chipping the ECU myself, and writing some new EEPROM data with turboedit.
Thats 'stage 1'.. once its all worked out, then I'll be putting together a homemade turbo setup, shooting for the 200-225 whp mark, with a wide torque band and a fast spooling turbo.
DOn't take it personal when people give you crap, but understand, we've seen about 2000 other posts like yours, a new guy asks a vauge question about what to build. People will give you crap about it, just the way it is.
The best thing to do whenever posting here, is
a) use the search feature to find out what you can first.
b) Ask specific questions, and post relevent information.
BTW, going back to an earlier point, in general, VTEC is not for gas savings. There is a specific model, one of the new civics, I believe with a VTEC-i or VTEC-e (not i-VTEC) that is for gas savings.
VTEC is basically 1 simple thing: its like having 2 separate camshaft designs in the engine. One designs for low RPM performance, and one for high RPM performance.
However, the side benefit to many of the honda VTEC engines, such as the B16A or B18C's, is that they have extremely well designed cylinder heads, and reasonably high compression.
A B16A head flows considerably more air than a B18A.
Anyway, think about your realistic goals for this car, post back, and you'll get some good info!
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From: knoxville, tn, usa
Re: B18A1 options (Zatzy)
here is the total plan for my 1990 crx (std 
)anyway... starters is doing the mpfi swap to get it ready for the LS/VTEC swap... first off crower makes a stroker kit that i plan to use bring it up from a 1.8 to a 2.0 the old addage no replacement for displacement...adding a block girdle for some extra insurance...the stroker kit comes with forged rods and pistons as well as new stroker crank... send the crank in for a micro polish and it is set to go... arp makes a complete bolt kit that i also plan on using... a little more extra insurance... still doing research on the cams for my n/a application and have found a few profiles i like... port and polish on the head... springs and titanium retainers to top it off... im looking at getting a custom header built but only because it adds to the "bling" factor that so many people here knock...430 cc fuel injectors are over kill but i want to make sure that i can supply enough fuel... as far as engine management there are a few ways i am thinking about...im leaning towards the hondata system for the expansion abilities as well as the ease of tuning... not to mention the data logging and the lcd output driver that it has... no more dash gauges... more bling factor...all of this will cost less than 10 grand that you were thinking about... now the people i have been dealing with to put this all together are thinking we can pull 250 to 275 out of it befor i bottle feed the thing... compression ratio will be up to 12 to 1 so no more 85 octaine gas for me... the choice is yours but that is what im planning on doing to mine...
)anyway... starters is doing the mpfi swap to get it ready for the LS/VTEC swap... first off crower makes a stroker kit that i plan to use bring it up from a 1.8 to a 2.0 the old addage no replacement for displacement...adding a block girdle for some extra insurance...the stroker kit comes with forged rods and pistons as well as new stroker crank... send the crank in for a micro polish and it is set to go... arp makes a complete bolt kit that i also plan on using... a little more extra insurance... still doing research on the cams for my n/a application and have found a few profiles i like... port and polish on the head... springs and titanium retainers to top it off... im looking at getting a custom header built but only because it adds to the "bling" factor that so many people here knock...430 cc fuel injectors are over kill but i want to make sure that i can supply enough fuel... as far as engine management there are a few ways i am thinking about...im leaning towards the hondata system for the expansion abilities as well as the ease of tuning... not to mention the data logging and the lcd output driver that it has... no more dash gauges... more bling factor...all of this will cost less than 10 grand that you were thinking about... now the people i have been dealing with to put this all together are thinking we can pull 250 to 275 out of it befor i bottle feed the thing... compression ratio will be up to 12 to 1 so no more 85 octaine gas for me... the choice is yours but that is what im planning on doing to mine...
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Joined: Feb 2002
Posts: 5,723
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From: BC
Re: (91civicDXdude)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 91civicDXdude »</TD></TR><TR><TD CLASS="quote">
its not for gas saving, but its for gas saving.. that is what you're saying..
</TD></TR></TABLE>
Semantics. Obviously the vtec profiles allow for great amounts of lift and duration while the low lobes maintain streetability and mileage.
its not for gas saving, but its for gas saving.. that is what you're saying..
</TD></TR></TABLE>
Semantics. Obviously the vtec profiles allow for great amounts of lift and duration while the low lobes maintain streetability and mileage.
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