b16a head on b18c block

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Originally Posted by Phamburger

Your opinion are all welcome man

Atm i've got a hondata s200. So the ECu is taken care of. Its running ITR intake manifold, fuel rail, throttle body etc.

SO for me its down to Compression and HP. So u say Cams, Cam gears, value etc? That was my intention. But then i was reading

Compression increase = High compression Piston?

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you can increase compression without touching the bottom end, ie. pistons. I can't remember if the process is called shaving (or decking) the head, but this can increase compression, and also using a thinnner head gasket will change your compression ratio. I know someone that did this to their b16a, and from memory, compression was calculated somewhere around 11:1.

I'm get in touch with adrian from toda, or dyno dave. They'll set the record straight for you :thumbsup: you've already got alot of the bolt ons done, so your $5k should get you a fair way in your build

remember, this is only my opinion. Other people may recomend you take different paths

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Originally Posted by aStRooo

i was conisidering this hybrid myself. if i replace the b16 pistons with ITR pistons, and bolt on a b18b/c block, would that overcome the compression issue?

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LOL, what compression issue, and which head?

EDIT: i read your question again, and doesn't make to much sense. b18b and b18c blocks aren't the same, so that makes a difference, which one is it? can you be a little more specific?

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EGB16A you can increase compression without touching the bottom end, ie. pistons. I can't remember if the process is called shaving (or decking) the head, but this can increase compression, and also using a thinnner head gasket will change your compression ratio. I know someone that did this to their b16a, and from memory, compression was calculated somewhere around 11:1.

I'm get in touch with adrian from toda, or dyno dave. They'll set the record straight for you :thumbsup: you've already got alot of the bolt ons done, so your $5k should get you a fair way in your build

remember, this is only my opinion. Other people may recomend you take different paths

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I see! thanks for the advice mate.

yeah i've just doing my research atm. yet to jump into the project. I wanted to do bottom end to take "maximum" advantage of the topend upgrade thats why!

Cheers. I will be contacting those tuners for advice.

Dave

shaving the head will effect cam timing, plus redcue piston to valve clearance...

it is least desirable way if increasing compression...

go here: http://www.c-speedracing.com/howto/c...c/compcalc.php

and see what figures you can come up with...

or just get wiseco's and eagle rods and you are done!

if you want higher cr just add jdm b16 pistons complete w/pins & rings and get a brandnew b18 rods(safe side) & spoon headgasket..
i know someone w/ this hybrid setup w/fully work head and it runs perfect!

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Originally Posted by tinkerbell

shaving the head will effect cam timing, plus redcue piston to valve clearance...

it is least desirable way if increasing compression...

go here: http://www.c-speedracing.com/howto/c...c/compcalc.php

and see what figures you can come up with...

or just get wiseco's and eagle rods and you are done!

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True, but can't cam timing be adjusted with cam gears? and won't piston to vavle clearance be reduced by changing to higher comp pistons anyway?

I was only giving him an option based on $5k. I'm not sure that $5k will cover pistons and cams etc (depending on what parts you use i guess?)

Thanks Tinkerbell!

yeah that site did help. Manage to get my compression calculated!

That is my intention exactly. Using wiseco piston and Eagle road to up the compression and make the most of the block :). Port and polish the head and get the cams in :).

The goal is for something in the low 13's (Its my aim, thats my goal with this hybird).

Btw thanks for the feedback EGb16a and tinker!

http://www.zealautowerks.com/

another compresion calculator wich allows for different conrods in the equation:thumbsup:

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Originally Posted by EGB16A

True, but can't cam timing be adjusted with cam gears? and won't piston to vavle clearance be reduced by changing to higher comp pistons anyway?

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yes and maybe...

If you are doing bottom end, try and sort from japan a piston+rod combo that keeps the same displacement but uses a shorter piston and longer rod. I remember watching this on Hot Version and the engine revved more smoothly at the high end compared to another b16b engine and also made more power. They should make the same thing for the b18c block as well. I'll check the vid again tonight after the meet to give you the name of the tuning house that did that.

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Originally Posted by EGB16A

LOL, what compression issue, and which head?

EDIT: i read your question again, and doesn't make to much sense. b18b and b18c blocks aren't the same, so that makes a difference, which one is it? can you be a little more specific?

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i was refering to the loss in compression when bolting a b16 head to a b18c block. will replacing the b16 pistons with ITR pistons compensate for the loss in compression?

the b18b block would be in reference to LS/VTEC hybrids, didnt know there was a difference in the two blocks. any negative aspects of using the b18b vs b18c block? because i can source brand new b18b blocks from a local wrecker.

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Originally Posted by aStRooo

i was refering to the loss in compression when bolting a b16 head to a b18c block. will replacing the b16 pistons with ITR pistons compensate for the loss in compression?

the b18b block would be in reference to LS/VTEC hybrids, didnt know there was a difference in the two blocks. any negative aspects of using the b18b vs b18c block? because i can source brand new b18b blocks from a local wrecker.

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first off b18c block has p72 pistons, b16a has p30 pistons. If you were to put a b16a head on a b18c block, ie. VTIR, you'll lose around 0.2 compression over a standard b18c vtir engine.

If you were to change the pistons in that motor to b16a ones, your compression would be a bit over 11:1, and if you changed to ITR pistons, your compression would go up about ~0.2 above that. either of which would be fine for a nice set of cams IMO.

In the b18b the deck height is smaller, and the standard bottom end has a stroke of 89mm compared with the b18c's 87.something stroke. B18b needs to be modified to take the vtec head (oil lines etc) and i think there was something different about the oil gallerys (not very sure about the last one, have a search around, especially on honda-tech.com. There is heaps of info on the LS/vtec conversion)

hope that helped a little:cool: