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Intercooled, possibly with fans on the intercooler to help a bit. After a bit of thought and our messages back and forth I'm wondering if there's even any point with the wastegate idea, I mean it'd be cool to be able to vary the boost but with a centrifugal supercharger being so linear...

Thanks mate what was the action like ?

What clutch would people recommend for a B18c around 350hp, I know torque is usually the limiting factor but not entirely sure what it'll make Want something that can handle the increase but isn't going to be like an on/off switch and make the thing awful to drive

Hondata S300 preferably OBD1 Aftermarket high capacity injectors, probably need 750cc+ obd1 compatible again 4.4 LSD or bits to convert my 4.78fd to 4.4 3 bar map sensor Uprated clutch capable of 350+hp

So after my first proper run out in the car for a full day and had a number of observations. Basically as great as the engine is it really lacks torque. It goes well when it's revving it's nuts off but that's just not what I want on the road. The other observation is that because of the 4.78...

Uh ohhhhh

Yes! I think if I still had my old car with the Rover K I'd just be content with what I had but these Hondas are so tuneable it's hard to ignore

I could, but don't really want to. It sounds like I'm not happy with the engine and I actually am I just love messing. In future maybe a B20 or sleeve the B18C. At least then it's still essentially a tuned type R engine and stronger if i get the itch to boost it later on.

It's just a bitch to figure out which ever way I look at it but to be honest I think the car suits NA more anyway. It was a welcome distraction to all the bodywork I was doing

Just had an update, Z cars are finally on with the rear trailing arm conversion kit Hopefully get the car back from being painted next week too. Haven't given much more thought to the rotrex idea, in fact I think I'd rather keep it NA.

I thought you were suggesting stroking my B18c would be more reliable than sleeving it which of course is not the case. The car isn't a Honda for starters so a k swap would be a lot more complex than normal. I'll probably end up sleeving it and sticking NA. It's not that I can't afford to...

Yeah, bit of a ball ache though. Not much space on the car, belt availability with spinning it backwards etc. The pulley I was thinking of using is a bit too big, unless I got a custom rotrex pulley made to get it right. A counter clockwise vortech would be better in that respect but they're...

I think I'd rather sleeve my C6, but then again it'd be a lot more expensive and sounds like B20s blocks aren't unreliable if kept NA. Just waiting for the guys explanation above, love it when people on forums like this state their opinions as absolute fact and can't actually justify it.

Still waiting...

Go on then explain why... Proper aftermarket sleeves installed and bored out to 84-85mm are stronger than the standard sleeves and retains the standard rod stroke ratio.

I don't want to decrease the rod/stroke ratio. To get my existing engine close to 2L I'd need to sleeve it out to 84-85mm. I'm tempted to do this tbh. I've been toying with rotrexing it but I love NA.

The high comp pistons are needed because the dynamic compression will be lower with the more aggressive cams in, so it may not actually be as bad as you'd think.

What kind of power and boost? Standard engine internals?

I see procharger offer reverse rotation superchargers which would simplify the belt run, fat chance of me finding one of those reasonably priced though, I'll shoot them an email but I expect I'd have to order one new direct to get exactly what I want. At least with the rotrex I can just wait for...

I know, it's in an even worse place haha