Gerry built my B20 for me.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.
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)
it's just more work to make the B20 reliable.
The power can be addictive though.
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.
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.
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.
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.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. ....which they no longer participate in.... (