New member.


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Daz81

B20 Guru
Joined
Sep 9, 2009
Messages
101
Hi all.

I am co-owner of DNR Performance Engineering.

We are a Honda Specialist based in Banbuy and have been building/tuning Honda's for just over 10 years now.

I have a few current customers/friends on here all ready.

We also over the last 4/5 years have become a B20vtec specialist with some very impressive motors and stats.

I wrote the Original "how to build a B20 vtec" thread that has been pawmed all over the place.

EDIT
here it is lol
http://www.ek9.org/forum/engine/7867-loads-b20-information.html


Some of you may know of my CRX which broke a few British records this year.

We were featured in Banzai this month (november issue)

UK's fastest nasp FWD street legal Honda being our favourite record.

YouTube - Daz.12. 7 Honda CRX B20 n/a

12.7@111mph in a fully road legal car on road legal tyres.

The engine its self is a very special B20 making 248bhp@8800rpm (race trim 208whp) and peak of 256@9600rpm.

The motor was built to take 10k with out issues, the reason for capping the revs in race trim is purely down to peak torque (164ft/lbs) if we rev all the way to 9600 or even 10k when we shift up, the revs drop down to the high end of the torque curve with a 8800 shift we drop down to the start of the main area of torque which means we can use more of it.

Here is of our 10k runs. Our B20' sounds very different to other Honda vtec engines.



A few pics of the old CRX (its now been sold)


_MG_12141.jpg


_MG_11971.jpg


_MG_1184.jpg


IMG_0026.jpg


I have now purchased an ITR which a new spec B20 will be built in to with an expected 265bhp 170ft/lb (nasp)

Any how just thought i would introduce my self.

Daz
 
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Welcome:nice:

Very nice spec on the crx and an amazing 1/4 mile time in a fwd na car road legal:naughty:

Keep up the good work, I would love to even have my b16b stroked to a 1.8 never mind a b20 bottom end!
 
Welcome mate!! Had a very interesting read about your CRX in this months Banzai, nice to see you've joined up. Have to admit I was a little baffled by the vid you posted though, can't make out the VTEC changeover at all - Do the B20 builds lose that kick a little?

Very interested in going B20 in my EK9 at some point, what kinda money would a reliable B20 be coming in at?
 
Jokeshopbeard said:
Welcome mate!! Had a very interesting read about your CRX in this months Banzai, nice to see you've joined up. Have to admit I was a little baffled by the vid you posted though, can't make out the VTEC changeover at all - Do the B20 builds lose that kick a little?

Very interested in going B20 in my EK9 at some point, what kinda money would a reliable B20 be coming in at?
Click to expand...


Vtec isnt supposed to have a kick, the transistion should be smooth.

When tuning vtec we set the vtec low do a dyno run, then do another run wth vtec set high, we over lay the 2 graphs (hi and lo) you will see curve come up from low cam and then it will cross with the hi cam curve some where on the map at the point where these cross you set the vtec point on mine for example its about 5600rpm the cross over is almost impossible to hear but when the hi cam comes on ou know it as it has another 16ft/lbs more torque:))

On the vid th cros over is at about 28 seconds, you can just about thear the increase in pick up but its very smooth so not much fuss.

The motor pulls like no other nasp honda ive ever driven. we built the motor to be drivable and have a huge midrange, we could have made alot more power but wouldnt have had the curve we ended up with. The motor makes over 150ft/lbs of torque for 80% of the rev range.

With regards to build cost, drop me a email to info@dnrtuned.com and let me know what you want from a build and what you use the car for.


Daz
 
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Interesting info, I've always read that although a properly tuned VTEC should not produce a physical 'kick' feeling, that you'd always hear the sound of the changeover regardless.

Just had another listen around the 28 sec marker and she really is difficult to distinguish, almost sounds like there's one or two changeovers there.

Cheers for that anyway mate, I'll be in touch
 
Hello!

I was wondering how the CRX handled with all that power on corners? I've never driven one and was thinking about getting one to play with in the future.
 
My CRX had ALOT of chassis and suspension work over its development but it handled amazingly, it was about building a package the engine/box/chassis/tyres/suspension all worked in unison I used the car for sprints, trackdays, drag and road and it handled ll disciplines spot on.

My reason for changing was purely a new challenge for us.

Daz
 
:welcome: What is the engine spec of your 248bhp b20 if you don't mind me asking?
 
Vtec6000,

The engine spec is very very large,

B16A2 Cylinder head, ported,flowed and stepped, cumbustion chamber re-worked for 84.5mm bore.
Edelbrock victor x Inlet manifold ported to suit head and TB
BDL 70mm TB
Toda C2 camshafts
BDL cam gears
Toda valve springs
Skunk2 titanium retainers
Skunk2 flat faced valves (1mm over size)
ARP head studs
360cc denso injectors
B&M fuel pressure gauge/regulator
Magnecor plug wires (red 1's because there better)
84.5mm Cometic head gasket
B20B cylinder block with cylinder wall posts. Bored to 84.5mm
Import builders con rods
Wiseco 11.5:1 pistons
ARP rod bolts
DNR VTEC conversion Kit
22 tooth Toda water pump
Toda timing belt
Line honed block
All new ACL bearings
Balanced crankshaft with oilways chamfered
ARP main studs
DNR Baffled Sump
Morroso Oil cooler and remote oil filter
5 cap girdle
ITR oil pump
ITR oil pick up
ITR windage tray
ITR caps
DNR crankcase breather system with 2 catch cans (1 for head, 1 for block)
ACT 6 puk clutch
ACT streetlight flywheel
DNR 4-2-1 try Y nexhaust manifold
Socketed and chipped PWO ecu (tuned on custom copy of BRE by myself.)
Pro speed 2.5" exhaust system
75mm Alloy intake pipe cermaic coated
Ceramic coated custom alloy air box
Head light cold air feed.

I think thats about it :lol:
 
Daz81 said:
Vtec6000,

The engine spec is very very large,

B16A2 Cylinder head, ported,flowed and stepped, cumbustion chamber re-worked for 84.5mm bore.
Edelbrock victor x Inlet manifold ported to suit head and TB
BDL 70mm TB
Toda C2 camshafts
BDL cam gears
Toda valve springs
Skunk2 titanium retainers
Skunk2 flat faced valves (1mm over size)
ARP head studs
360cc denso injectors
B&M fuel pressure gauge/regulator
Magnecor plug wires (red 1's because there better)
84.5mm Cometic head gasket
B20B cylinder block with cylinder wall posts. Bored to 84.5mm
Import builders con rods
Wiseco 11.5:1 pistons
ARP rod bolts
DNR VTEC conversion Kit
22 tooth Toda water pump
Toda timing belt
Line honed block
All new ACL bearings
Balanced crankshaft with oilways chamfered
ARP main studs
DNR Baffled Sump
Morroso Oil cooler and remote oil filter
5 cap girdle
ITR oil pump
ITR oil pick up
ITR windage tray
ITR caps
DNR crankcase breather system with 2 catch cans (1 for head, 1 for block)
ACT 6 puk clutch
ACT streetlight flywheel
DNR 4-2-1 try Y nexhaust manifold
Socketed and chipped PWO ecu (tuned on custom copy of BRE by myself.)
Pro speed 2.5" exhaust system
75mm Alloy intake pipe cermaic coated
Ceramic coated custom alloy air box
Head light cold air feed.

I think thats about it :lol:
Click to expand...

You weren't joking when you said the spec list was "very very large" that's a very impressive setup:nice:
 
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