B16B stroked to 1.8 with TODA parts...


i agree, trying to improve an ek9's midrange is useless, when you shift you dont fall below 6000rpm anyway so i just focus on that part of the powerband.
 
blinx9900 said:
i agree, trying to improve an ek9's midrange is useless, when you shift you dont fall below 6000rpm anyway so i just focus on that part of the powerband.
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However it is said that Toda stage 2 make the B16B behave like a B18C in terms of midrange, but to be honest I never sat into a similar EK9 to see it with my own eyes
 
Yeh, I agree that when your draggin someone, your always above 6500rpm anyway, and yes, I wanted that B18C feel from a B16B. hmmm... which way to go? :nerv:
 
jugbugz said:
Yeh, I agree that when your draggin someone, your always above 6500rpm anyway, and yes, I wanted that B18C feel from a B16B. hmmm... which way to go? :nerv:
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You can balance the difference with the appropriate parts, for example, I think Toda Spec B with a 4-1 header and Skunk2 Stage 2 with a 4-2-1 manifold. On the other hand, you may concentrate thoroughly on midrange or peak but this wouldn't be nice I think
 
ManosEK9 said:
You can balance the difference with the appropriate parts, for example, I think Toda Spec B with a 4-1 header and Skunk2 Stage 2 with a 4-2-1 manifold. On the other hand, you may concentrate thoroughly on midrange or peak but this wouldn't be nice I think
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yes thats right :nice: I don't want to concentrate just on on end and like to have some balance, thats why I was considering stroking the 1.6. hmmm

tough choices here, very tough choices...

I know the 1.8L rs ratio isn't good for high rpm and cooling compared to 1.6L, I had asked my supplier in Japan about the SPOON stroker kit and he said in japan they have had heating problems and suggested me to stay 1.6...

you see, I originally wanted to stroke to motor to get more power everywhere and then mate it with some hard punching top end cams(skunk stg2 would do nicely) but then all these talks of rs ratio and cooling probs etc etc made me look at Todas Spec B/C cams.

Blinx: what do you think of the 11.1 compression mated with Spec C/skunk stg2 cams? Manos: whats your compression on your motor right now?
 
jugbugz said:
Blinx: what do you think of the 11.1 compression mated with Spec C/skunk stg2 cams?
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In my opinion, 11.1 compression will not take that cams to their full potential, you might be over cammed :nerv:
 
for the skunks i think 11.1 is fine, i dont know about the spec C though... there shouldent be any heating problems with a 1.8, its just like an ITR, 2.0 now thats another story...
 
yeh i don't wan't to be overcammed... lol nice wording rvm

Well we all know that the r/s ratio of the 1.8 isn't that great for high revving. But the extra capacity will provide big power gains like nothing the 1.6 could give. I think I might just go for the 1.8 stroker + cams + 9000rpm.

I'll be getting some quotations on the install and see if the price is good. Then think about which parts I'll be needing.

With the 1.8 stroker kit, what other mods can I do to promote compression if I'm going to use ITR pistons and not CTR pistons?

Why is it harder to tune higher compression engines?
 
even though the 1.8 rs ratio is not as good, keep in mind you dont have to rev it as high to make power :) so you give up a little to gain a little.

as far as tuning high compression engines, there just more prone to detonation, there compress the air/fuel mixture more than lower compression so there is more heat in the combustion chamber and once ignited its a very powerful burn, so if it ignites incorrectly (detonation) you can end up with some serious damage.

during detonation flame speeds can travel thousands of feet per second, compared to a few hundered feet persecond in a normal combustion process.
 
blinx9900 said:
i agree, trying to improve an ek9's midrange is useless, when you shift you dont fall below 6000rpm anyway so i just focus on that part of the powerband.
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I disagree with you on this, since I do a lot of circuit racing lol :wow: I hate to see how the dc2 itr hits the apex and gets out of the corners! I can beat them in braking + handling but at corner exits I get owned :lol:
 
rvm said:
I disagree with you on this, since I do a lot of circuit racing lol :wow: I hate to see how the dc2 itr hits the apex and gets out of the corners! I can beat them in braking + handling but at corner exits I get owned :lol:
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you are correct on this point, i have heard many people complain about the same thing when racing against K20 on a circuit track :angry: ok rvm we solved your problem, sell your b16b and get a k20 :D
 
blinx9900 said:
you are correct on this point, i have heard many people complain about the same thing when racing against K20 on a circuit track :angry: ok rvm we solved your problem, sell your b16b and get a k20 :D
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ahahahhahaa noooooooo :( too expensive :mad:
 
plus US5k+ on install. Over here costs 12-14k AUD for the engine and install. :( you can buy a new car with that amount.
 
blinx9900 said:
even though the 1.8 rs ratio is not as good, keep in mind you dont have to rev it as high to make power :) so you give up a little to gain a little.

as far as tuning high compression engines, there just more prone to detonation, there compress the air/fuel mixture more than lower compression so there is more heat in the combustion chamber and once ignited its a very powerful burn, so if it ignites incorrectly (detonation) you can end up with some serious damage.

during detonation flame speeds can travel thousands of feet per second, compared to a few hundered feet persecond in a normal combustion process.
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Thats true, what a stupid Qs, i remember learning that...:angry:

hmm, I think Skunks VTEC lobe is bigger than Spec C or same. I guess staying around 11.1CR might be safer with all the uncompetant tuners here for hondas.

Ok, time to get quotations...:nerv: hope it's as light on my eyes than my wallet.
 
blinx9900 said:
as far as the oil pump im not sure, sorry :angry: but the reason i wouldent get a 1 layer head gasket is becuase it is more likely to BLOW out. its up to you, i know people who blew them out in 10k miles i know people who had them for 35k miles.

my friend has a toda stroked eg4 with engine conversion,b16a bottom end all forged, toda flywheel pistons etc b18c integra type r head and inlet manifold its a total beast but the head gasket only lasted 15000 miles.
he has the head off the engine just now and will also be putting in a new clutch this weekend,i can take some pictures of his flywheel pistons etc and get full engine spec if you guys want?
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corral said:
blinx9900 said:
as far as the oil pump im not sure, sorry :angry: but the reason i wouldent get a 1 layer head gasket is becuase it is more likely to BLOW out. its up to you, i know people who blew them out in 10k miles i know people who had them for 35k miles.

my friend has a toda stroked eg4 with engine conversion,b16a bottom end all forged, toda flywheel pistons etc b18c integra type r head and inlet manifold its a total beast but the head gasket only lasted 15000 miles.
he has the head off the engine just now and will also be putting in a new clutch this weekend,i can take some pictures of his flywheel pistons etc and get full engine spec if you guys want?
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YES PLEASE! :nice:

Will he be installing double gasket this time?

Does anyone know how long does a double gasket with 1.8 + mods?
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all you need to make a b16b a 2.0 is a b18c crank, after market sleeves, and bore to 84mm, its lovely, but a built k20 still has advantages like roller rockers and a 6speed trans.
 
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