B20 Engine???


umm well i was planning on spending 9,500

4,500 being spent on the car giving me 5000 to spend so something around that price,

thankss
 
Stuarty said:
Its performancetek in Glasgow, the guy has prob done every engine swap possible. Price seems fair to me, roundabout the £2000 depending on a few things. I ain't got back to him yet as i'm still in two minds.
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Gerry built my B20 for me.
If your wanting to know anything, drop me a pm :)
 
How about b20b block coupled with DC5 86mm piston? this engine would be for daily driving purposed (no track / drag purposes) how high is the compresion and if anyone has done this, how much power could be expected?

my mate current setup,

complete CTR head
complete ITR intake manifold
ITR 4-1
ITR ECU+E-Manage
S4C Gbox with ligthen flywheel (9.26lbs)
 
This would be a pretty expensive motor to build.

The B20B block would have to be resleeved first since the max it could take is an 85mm piston and even then, I would be scared to rev it too high.

Say you did sleeve it and dropped in a DC5 piston and made it somehow mate up to the connecting rod, it would yield around 12.7:1 compression.

You are far better off starting with components that FIT like the RS machines pistons and have been proven to make 220whp and more.
 
B16A2R said:
How about b20b block coupled with DC5 86mm piston? this engine would be for daily driving purposed (no track / drag purposes) how high is the compresion and if anyone has done this, how much power could be expected?

my mate current setup,

complete CTR head
complete ITR intake manifold
ITR 4-1
ITR ECU+E-Manage
S4C Gbox with ligthen flywheel (9.26lbs)
Click to expand...

you could just sleeve to motor to 86mm and use 86mm Wiseco pistons made for the B-series engine, absolutely no reason to use DC5 piston. A user currently on here is building a 85.5mm b16b, i don't want to say who but it should be nice...
 
Thought I'd have a look at this thread as my tuner has a B20 block ready to go which he was going to use, but has sold the car now.

B18C seems soooo much more simple and I can't do with the headache, LOL. So think I am going to stick with the B18C plan.

How much superior is a B20 conversion to a B18C conversion?

Guess it could be like comparing B16B to B18C?
 
it's just more work to make the B20 reliable.

The power can be addictive though.
 
RagingAngel said:
it's just more work to make the B20 reliable.

The power can be addictive though.
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are u refering to the bigger stroke as to why the b20's arent reliable? in theory it makes sense but in reality there are plenty vtec 2.0L's revving to 9k that have a clean bill of health with big mile's on them. the little detail required to make them work good is well worth the extra power.
 
the reality is that there are plenty of STREET driven B20s that are reliable.

yes you can go long and hard miles on the street but nothing really puts the strain on things like several track sessions with 4-6 session 20min sprints.

It's no personal attack on your post...but it's funny to read how people can mislead others into thinking that "yeah man..I hit 9k all day everyday..." equates to reliability at the track. That's just not so.

For those who drive mainly on the street - a B20 mildly built would serve your purposes very well.
 
RagingAngel said:
the reality is that there are plenty of STREET driven B20s that are reliable.

yes you can go long and hard miles on the street but nothing really puts the strain on things like several track sessions with 4-6 session 20min sprints.

It's no personal attack on your post...but it's funny to read how people can mislead others into thinking that "yeah man..I hit 9k all day everyday..." equates to reliability at the track. That's just not so.

For those who drive mainly on the street - a B20 mildly built would serve your purposes very well.
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take a factory block girdle, align hone mains, remove dowels from oil pump, throw your p72 windage tray and pickup in, aftermarket rods or arp bolts on stock,breather kit, and even toss on the factory oil cooler and i dont see why it couldnt handle whatever an b16b or b18c can do on track sessions. what on the b20 do u think will strain that wouldn't strain on a b16b or b18c?
 
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the above is how I would prep the motor.

Most people don't though.

They get the B20 bottom end, VTEC head... don't even bother with the rod bolts and when things come undone at 8000rpm, they wonder why.
 
RagingAngel said:
the above is how I would prep the motor.

Most people don't though.

They get the B20 bottom end, VTEC head... don't even bother with the rod bolts and when things come undone at 8000rpm, they wonder why.
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def right about that, prob 90% of people will not run that setup if they have a b20 conversion as they prob wouldn't need to on the street anyway as u mentioned above. the bore stroke ratio on honda's is a cool debate as you'll get the people that will say the extra stroke on the b18a or b20's is a step in the wrong direction as far as something in a high rev track setup.

i see it as there is barely a difference if u do it right. all honda motors are all under square design which in theory isnt meant for high rev's but 9k all day long on the proper b20 is barely a difference. if the type r motors were over square(bore is bigger than stroke) going b20 would be a total step in the wrong direction but the jump from 87 to 89 stroke is barely a difference as they both under square and close in ratio.

then again if they were designed more like a f1 style (bigger bore than stroke) they wouldn't really be streetable. low end torque would be terrible, cold starts would be a prob among others, and having a car that revs that high requires a different design than what honda uses.
anyways cool topic.:nice:
 
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sek2dts@aol.com said:
then again if they were designed more like a f1 style (bigger bore than stroke) they wouldn't really be streetable. low end torque would be terrible, cold starts would be a prob among others, and having a car that revs that high requires a different design than what honda uses.
anyways cool topic.:nice:
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I think the B-series mainly the B18 and of course the B20 were just thrown in the mix and made to work sometimes.

Because if one were to look at the newer motors, naming two specific examples...the K20A2 - it is a perfect square.

86mm x 86. It's a very smooth and streetable motor that produces a very high specific output as well.

Even if the motor was oversquare, it can still run well - but there's truth in having to rev the piss out of it. The F20C in the S2000 is indicative of this design.

87mm bore with an 84mm stroke. This of course was later on revised for the USDM market with the F22C1 with a 90.1mm stroke....which disappointed the Honda purists but attracted more buyers ultimately.

Bottom line is that Honda kept to its design roots of small displacement high revving motors that have their genes refined in F1. :win:....which they no longer participate in.... :((
 
RagingAngel said:
I think the B-series mainly the B18 and of course the B20 were just thrown in the mix and made to work sometimes.

Because if one were to look at the newer motors, naming two specific examples...the K20A2 - it is a perfect square.

86mm x 86. It's a very smooth and streetable motor that produces a very high specific output as well.

Even if the motor was oversquare, it can still run well - but there's truth in having to rev the piss out of it. The F20C in the S2000 is indicative of this design.

87mm bore with an 84mm stroke. This of course was later on revised for the USDM market with the F22C1 with a 90.1mm stroke....which disappointed the Honda purists but attracted more buyers ultimately.

Bottom line is that Honda kept to its design roots of small displacement high revving motors that have their genes refined in F1. :win:....which they no longer participate in.... :((
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made some great points, the k motors are hands down better designed than any b series combo. the square 86x86 revs very smooth, full main girdle, roller rockers for less friction, and vtc on the intake side some of the major improvements from the b series.
as for the f20c that motor is soon to be a dream come true when inline pro releases the mount and tranny kit for 92-00 civics. im pretty sure i have seen flow bench results of a stock f20c head out flowing a portflow race ported b series head. i have had a k20a swap and that was a great but when the mount kit comes out for the f20c ill be right on the band wagon.
honda departure from f1 sucks. seeing this video always puts a smile on my face though.
Honda+F1+Engine+testing
 
need to kno about the exhaust system for b20...
piping 2.5 or 2.3?
muffler?
midbox?
header/extractor?

thanx guys
 
You`d want a minimum of 2.5" for a B20.

Manifold wise something with a 2.5" collector but it depends on how much you have to spend to be honest. Tri-Y manifolds work very well on B20`s for instance. They`re usually on American Ebay. Not sure on price.
 
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