turbo charging 4th gens..

[NC_Rex]

Habib I remember now....the 3-stage VTEC head has the low-end valve staggering - once only works or one works and the other is hardly changed...gives more swirl to enhance low rpm burn. This is the SOHC-VTEC-E models. Like the D15Z1 and D16Y5.

The D16Z6 and D16Y8 are normal VTEC, but they only changed the intake lift and timing on the intake cam and not the exhuats cam. DOHC VTEC change lift and timing on both cams. That's the only difference actually.

Truthfully that's why boosting the DOHC-VTEC has more ability and that is also we they are so wild on the high-end. I can see this now. But I do not necessarily think that it makes them better engines. It only makes them better high-rpm climbers..rpm = more power if the engine can handle process it. Up to that point the engines are a good bit the same mechanically minus a bit more head efficiency on the B-series engines. You just have to emasure in the fact that it a fast engine is a fast engine, and if you really want speed and to spend a lot of money, then get the B16A or B18C. Otherwise its not worth the time.

[NC_Rex]

Below is a complete comparision by the numbers of those other dyno's.

(This is HP and Torque to the wheels B/T/W)


B18B
.........HP.....TQ
3500.....70....110
5500....112....120
7000.....82....112

Peak HP......5200/118
Peak TQ......6000/130


B18C1
.........HP.....TQ
3500.....68....105
5500....118....112
7000....148....114

Peak HP......7800/151
Peak TQ LC...4900/148
Peak TQ HC...6400/154


B16A2
.........HP.....TQ
3500.....60.....85
5500.....95.....90
7000....130.....97

Peak HP......7400/137
Peak TQ LC...2700/98
Peak TQ HC...7500/98


D16Z6
.........HP.....TQ
3500.....62.....95
5500.....95.....92
7000....100.....75

Peak HP......6500/107
Peak TQ LC...2800/98
Peak TQ HC...5300/93


D16Y8
.........HP.....TQ
3500.....58.....90
5500.....95.....90
7000.....90.....70

Peak HP......6500/100
Peak TQ LC...2500/98
Peak TQ HC...5000/95


D16A6
.........HP.....TQ
3500.....57.....83
5500.....87.....85
7000....---.....--

Peak HP......6300/90
Peak TQ......2800/90

[habib_88]

Those Hp and torque #'s are very interesting. Like i mentioned in my other post, i got to drive my friends worked over CRX Si today, and I reached 2 conclusions about his D16a6. One was that even thought the low end felt kinda the same, the topend and the motor thoughout the RPM band was very smooth, so smooth that i don't think i'd like to really go turbo at all. I nicely prepared NA motor seems way more entertaing to me after that drive (I think he used a JG cam also, just wasn't tuned yet). Also i decided that even though the D16a6 is nice in its modded form (drove like the stock car only faster, good setup overall), i think i could easily reach that same level if not higher with the D16z6.

My other friend with the CRX that is reciving a LS motor is done and i'll get to drive that one in about 2 weeks. His will be a monster cuz it will have the B16a tranny, lightend flywheel, 4-2-1 headers, and intake and exhaust of course. This car should be very interesting so i'll post that when i see it. But however since i'm nutty about keeping weight off the front wheels, i'm probaly gonna stay with the D-series motors. I've taken everything you said to heart about compression, flywheels, and cam selection. I'd gonna go for the best overall cam if possible top end HP is not my real concern (i figure with the Vtec in place top end shouldn't be too much of a issue). Thanks for all of the info, i'll let you know how things roll.

------------------
WANTED: Nice Honda engine with great torque looking for relationship with 89 civic. Civic enjoys autocrossing, big pimping, and power slides. Turn offs include sentras and hitting chevy pick up trucks. Got a big muffler tip if you like to tear shit up.

[NC_Rex]

Weight, your not kidding. They recommend going with a different spring setup with the B16A install...however the B18A/B/C installs are even heavier.

I can pickup a D-series engine, heavy but I can manage to pick them up. Now the B16A, I almost thrrew out my back like an idiot - can pickup but that thing is lead! You'll do all kinds of stuff when you don't have a choice.. I tried picking up my B18C to put it on the shelf and gave up! That sucker is gotta be at least another 100 lbs over the D16's. For thsoe of you that don;t know, the reason I know so much about swaps is because I own every engine and have owned others - I work parts... so don't go getting weird on me, because owning an engine doesn't mean you can swap it into your car! That's just a 1/3rd of it for real.

Hell that B18A and B16A tranny will rock. I want you to look at the torque curve on the B18B engine...notice that the Horsepower rises almost to 7,000 rpm - without VTEC mind you. That is a strong engine. A lot of people don't give it any respect, but it's more powerful than a B16A and even though it won't give your car the same 1/4 mile time, it is just balls hard and fast. I'd like to know how fast that puppy really is. Keep us updated.

Oh hell I cranked over a B20Z CRV today with front-end damage, and talk about torque! You can feel it on this engine just revving it. But from what I can tell you can't swap it with it's manifold...it stands about 4 inches above the engine! People have swapped on B16A manifolds...but they don't have as much power then as you shift at 6,000 rpm. I think a B18A manifold isn't swappable, but it would probably be the perfect match.

[This message has been edited by NC_Rex (edited July 16, 2001).]