recent thread that was locked talking about how a B16B was only good for having , or running N/A. in fact its the exact opposite , the B16B is prolly the best engine honda has made for boost as far as B series engine goes. its rod/stroke ratio is that of an indy car almost. the fact it has a B18C block , long rods , and a refined B16A crank , makes it near indestructable. anyone that understands how forces are exerted on an engine will agree. there is virtually no sideways pressure on the cylinder walls from the stroke of this engine. this engine is capable of very high revs , and big boost if you wanted to build it.

B16B - 1.84 R/S ratio.

for an example - 1972 indy racing engine - 1000hp @ 7000 rpm(f course now F1 cars turn 18 000 rpm on the average). this engine has 6.25 inch rods , and a 2.2" stroke , yielding a R/S ratio of 2.85.

 

for you... my friends doing this. im glad to see that it should hold up.

but i think the tranny is a little short for boost...

 

The reason most people suggest that the B16B is "only good for NA" is because of the high static-compression ratio. As one who has turbocharged the 11 : 1 CR RSX-S at 11.5 pounds to great effect, I can promise that the B16B would do just fine under 1BAR so long as the tuning was done well

People are still scared of compression and forced induction. Give them time to get romped by people who aren't as ignorant and they'll eventually come around

 

it's all in the tune.


don't mind me, just whoring through

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by cranny &raquo;</TD></TR><TR><TD CLASS="quote">recent thread that was locked talking about how a B16B was only good for having , or running N/A. in fact its the exact opposite , the B16B is prolly the best engine honda has made for boost as far as B series engine goes. its rod/stroke ratio is that of an indy car almost. the fact it has a B18C block , long rods , and a refined B16A crank , makes it near indestructable. anyone that understands how forces are exerted on an engine will agree. there is virtually no sideways pressure on the cylinder walls from the stroke of this engine. this engine is capable of very high revs , and big boost if you wanted to build it.

B16B - 1.84 R/S ratio.

for an example - 1972 indy racing engine - 1000hp @ 7000 rpm(f course now F1 cars turn 18 000 rpm on the average). this engine has 6.25 inch rods , and a 2.2" stroke , yielding a R/S ratio of 2.85.</TD></TR></TABLE>

i disagree, for one, why would you turbo a 1.6 and for two, who builds turbo motors with compression that high? that motor was meant for n/a and should stay that way. it revs to fast to be a turbo motor. the best STOCK motor that honda made for turbo to me would be the H22, its a solid deck 2.2 w/ semi squared chambers for more air flow. the solid deck speaks for itself, compared to the 1/4 inch sleeves on a b series.
but im just stating my opinion and i dont want internet gangsters trying to bang on me.
i second the notion that tuning is everything though

 

If i didnt live in CA i would boost mine

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SiRek4 &raquo;</TD></TR><TR><TD CLASS="quote">

i disagree, for one, why would you turbo a 1.6 and for two, who builds turbo motors with compression that high? that motor was meant for n/a and should stay that way. it revs to fast to be a turbo motor. the best STOCK motor that honda made for turbo to me would be the H22, its a solid deck 2.2 w/ semi squared chambers for more air flow. the solid deck speaks for itself, compared to the 1/4 inch sleeves on a b series.
but im just stating my opinion and i dont want internet gangsters trying to bang on me.
i second the notion that tuning is everything though</TD></TR></TABLE>

you speak what you have little clue about.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SiRek4 &raquo;</TD></TR><TR><TD CLASS="quote">

i disagree, for one, why would you turbo a 1.6 and for two, who builds turbo motors with compression that high? that motor was meant for n/a and should stay that way. it revs to fast to be a turbo motor. the best STOCK motor that honda made for turbo to me would be the H22, its a solid deck 2.2 w/ semi squared chambers for more air flow. the solid deck speaks for itself, compared to the 1/4 inch sleeves on a b series.
but im just stating my opinion and i dont want internet gangsters trying to bang on me.
i second the notion that tuning is everything though</TD></TR></TABLE>

I agree with like..your first sentence.

I'd use an LS block..or GSR. Why? More displacement, more tq. Plus, if you blast a rod through the block, I rather lose an LS or even a GSR more than a CTR .

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Syndacate &raquo;</TD></TR><TR><TD CLASS="quote">

I agree with like..your first sentence.

I'd use an LS block..or GSR. Why? More displacement, more tq. Plus, if you blast a rod through the block, I rather lose an LS or even a GSR more than a CTR .</TD></TR></TABLE>

yes mam

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense &raquo;</TD></TR><TR><TD CLASS="quote">

you speak what you have little clue about.</TD></TR></TABLE>

whatever you say guy, you agree with turboing a ctr, that speaks for itself.

 

The op and SiRek4 have valid points while the B16b has a wonderful stoke for boost it has a high compression ratio. So you could realy take it either way, but thats why honda engines are the **** they are one of the most flexable engines out there
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense &raquo;</TD></TR><TR><TD CLASS="quote">it's all in the tune. </TD></TR></TABLE>

 

couldnt you just lower the compression with pistons and rods??? and still maintain that perfect stroke??? or would doing this just make this thread pointless?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by J1A1H &raquo;</TD></TR><TR><TD CLASS="quote">couldnt you just lower the compression with pistons and rods??? and still maintain that perfect stroke??? or would doing this just make this thread pointless?</TD></TR></TABLE>

i think that statement would make this thread pointless. what some people in this thread are saying is that it is possible to mix higher compression ratios with FI. Its all about the tune. Now anyone who is expecting to boost high PSI with high compression would not be too smart, there is a point where is does not matter what type of fuel you use or how good the tune is.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SiRek4 &raquo;</TD></TR><TR><TD CLASS="quote">i disagree, for one, why would you turbo a 1.6 and for two, who builds turbo motors with compression that high? that motor was meant for n/a and should stay that way. it revs to fast to be a turbo motor. the best STOCK motor that honda made for turbo to me would be the H22, its a solid deck 2.2 w/ semi squared chambers for more air flow. the solid deck speaks for itself, compared to the 1/4 inch sleeves on a b series.
but im just stating my opinion and i dont want internet gangsters trying to bang on me.
i second the notion that tuning is everything though</TD></TR></TABLE>

Yea because going n/a on a 1.6 is so much better and the rest of your paragraph is garbage.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SiRek4 &raquo;</TD></TR><TR><TD CLASS="quote">whatever you say guy, you agree with turboing a ctr, that speaks for itself.</TD></TR></TABLE>

im turboing my b16b... am i an idiot too?

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SiRek4 &raquo;</TD></TR><TR><TD CLASS="quote">i disagree, for one, why would you turbo a 1.6 and for two, who builds turbo motors with compression that high? that motor was meant for n/a and should stay that way. it revs to fast to be a turbo motor. </TD></TR></TABLE>

1. for more power, 2. i do, and your third comment stating "it was meant to be na and should stay that way" then what about every single bolt on turbo kit for cars that came na...? should they stay na too? should the ka24de 240 guys stay na? should the gsr guys stay na? or the single cam guys? what about s2000 owners? and no such thing as too short a gear or a too fast a rev... tractions bars and good tires will transfer all that to the ground and give you one fast ride! faster revs+short gears = fast car

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SiRek4 &raquo;</TD></TR><TR><TD CLASS="quote">

whatever you say guy, you agree with turboing a ctr, that speaks for itself.
</TD></TR></TABLE>

you obviously don't know who you were talking too.
OP is on the right track i think. if you do it, let us know how it goes. you can turbo ANY motor very well, its all in the tuning

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by blinx9900 &raquo;</TD></TR><TR><TD CLASS="quote">

im turboing my b16b... am i an idiot too?

</TD></TR></TABLE>

if you have to ask that question then you must not be doing something right

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by J1A1H &raquo;</TD></TR><TR><TD CLASS="quote">couldnt you just lower the compression with pistons and rods??? and still maintain that perfect stroke??? or would doing this just make this thread pointless?</TD></TR></TABLE>
if your gonna do that you might as well just get a B16A block

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SiRek4 &raquo;</TD></TR><TR><TD CLASS="quote">if your gonna do that you might as well just get a B16A block</TD></TR></TABLE>

Explain to me why high compression is detrimental when pressurizing the intake and adding more volume to the combustion chamber.

 

This subject is more or less a personal opinion subject and no one should be calling anyone idiots or anything else for there opinions.

With that said i would use the B16B for NA because of its stroke and ability to rev high and continue to make power up high. This motor is great for roadcourse and autocross events. If you want power for drag then of course youll want to turbo it and make the most power out of it, but the blue print of this motor is great for road course, same with the B18C5. If you have a good enough tuner and tune that car will last a long time in any form.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B16b-EJ8 &raquo;</TD></TR><TR><TD CLASS="quote">If i didnt live in CA i would boost mine</TD></TR></TABLE>

You cant really BAR the B16B (unless if theyll let it slide as a B16A motor but from what i read no one did that yet) so i say boost it.

 

so for all u motor heads.. how much psi would u run on a ctr?

 

it's not about psi.


8psi with a 14b is much less than 8psi with a t88

 

yeah.. thats true.. so curious.. doing a turbo on one of these is basically the same as supercharger/

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense &raquo;</TD></TR><TR><TD CLASS="quote">it's not about psi.


8psi with a 14b is much less than 8psi with a t88</TD></TR></TABLE>


Man I say that in all these god damn threads. THE MOTOR CAN HANDLE UP TO A CERTAIN POWER OUT PUT!!! The b16a, for example, starts to become unreliable over 250 hp to the wheels ( ~47tq). IT DOES NOT MATTER HOW YOU GET THERE. If you use a t25, you will need to boost higher (or do other things to the engine to produce power, ie intake manifold, cams, bla bla) then using a gt42r.

God damn it drives me crazy, I hear it everyday "how much psi can I run"

 

no http://www.howstuffworks.com has a great explanation of the two.