Ek9 n1 race my car


DHR said:
2.0 engines wont rev higher and they crack sleeves...
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DHR said:
obviously why would you sleeve an all motor engine?
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You just anwsered your question, sleeving to effectivly 2.0 whilst maintaining the ability to rev to 8,5 / 9k all day, could of gone higher but my intake/exhaust is more than likely restricting it.
 
DHR said:
and why the hell would you be running a b16a intake manifold on a 2.0 engine? thats just plain stupid
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Not entirely true, the design between B16a and the Type R manifold determins your peak power curve in your rev range.

The type R and most aftermarket manifolds are made to make the most of type R and aftermarket cams, as they have shorter but wider runners , witch make there power curve right up top in the rev range 7500-9000rpm. Where as in fact the b16a manifold gives a better power curve upto 7500rpm over the type R, but then the type R overtakes as it peakes higher up. As the B16a manifold has longer but thinner runners.

Its quite intresting to swap bettween b16a and Type R manifolds on the likes of a b18c, as if your spending alot of time between 5000-7500rpm then id say with the b16a manifold it is more useable.

I did have a dyno graphs of a B16A mani against a Type R on a b16a and b20Vt but i cant seem to find the link to it.

Thus why i tried my b16a mani on my b18cR to see and it deffinatly feels more useable upto bout 7500 but kinda trails off, where as with the Type R it keeps pulling and peaks higher.

Sooooo my point is for a street b20vt likely with a rev limit round 8k id say the b16a manifold would be best suited. BUT!!! i would still bet those figures of 250hp is total bull. As with that mani and full standard airbox. power would peak to early would never reach those peak figures.
 
KieranEG6 said:
Not entirely true, the design between B16a and the Type R manifold determins your peak power curve in your rev range.

The type R and most aftermarket manifolds are made to make the most of type R and aftermarket cams, as they have shorter but wider runners , witch make there power curve right up top in the rev range 7500-9000rpm. Where as in fact the b16a manifold gives a better power curve upto 7500rpm over the type R, but then the type R overtakes as it peakes higher up. As the B16a manifold has longer but thinner runners.

Its quite intresting to swap bettween b16a and Type R manifolds on the likes of a b18c, as if your spending alot of time between 5000-7500rpm then id say with the b16a manifold it is more useable.

I did have a dyno graphs of a B16A mani against a Type R on a b16a and b20Vt but i cant seem to find the link to it.

Thus why i tried my b16a mani on my b18cR to see and it deffinatly feels more useable upto bout 7500 but kinda trails off, where as with the Type R it keeps pulling and peaks higher.

Sooooo my point is for a street b20vt likely with a rev limit round 8k id say the b16a manifold would be best suited. BUT!!! i would still bet those figures of 250hp is total bull. As with that mani and full standard airbox. power would peak to early would never reach those peak figures.
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agree 100% and i believe nobody could have explained and set it better:woot:
 
Couldn't find the link but found another in a US honda tuning book.
Top- std B16A
Bottom- B20Vt , 12.1:1 CR and Type R cams



I will try and get some more info together and post a fuller topic in the Intake board section as its quite usefull intresting stuff
 
My English is not dominant.
manifold B16a or b16b Which is the better. It is very difficult to answer.
I'm researching this story is the same. manifold examples I have already.
Only just on the Dyno test only.If they do then is split out to form the view
 
KieranEG6 said:
Couldn't find the link but found another in a US honda tuning book.
Top- std B16A
Bottom- B20Vt , 12.1:1 CR and Type R cams



I will try and get some more info together and post a fuller topic in the Intake board section as its quite usefull intresting stuff
Click to expand...

Very great. See the chart then.
B16a manifold very good.
 
Very Impressive car u have there

im also intressted in what spoon did with the engine.
Im using a b20b stock block with ITR head and an b16a inletmani .

Im testing some things atm.

first i drove around with an stock b16a2 manifold and tb.
now im using an b16a2 mani bored to 66mm because i want to use it with mij blox 68mm tb.

But when i see the chart of the manifolds explained im in doubt of my choices.

Is it better to leave the b16a mani stock and use a stock tb or maybe an itr tb? or can it be better when boring the inlet to 62mm and using an 62mm tb or 64 with 64 or 64 with 68mm tb or maybe the 66 vs 68mm will work...

choices choices getting bonkers if u ask me

hope u will keep sharing info with us

greet
 
:):):)
 

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Personaly i don't know if it is even a B20.......
why would spoon fit a random couloured valve cover and is that the old air con support painted yellow.....
would spoon use the stock fuel pressure regualtor to get 250ps and stock air box .....really??
and would they not safe gaurd things like oil cap rad cap and radiator hoses .
cause me thinks a race spec spoon built B20B is gonna get a bit hotter than the original stock b16a2.
you don't make it easy for yourself either by not answering people...
 
^^^^ y cant this be a spoon B20, just because hes using, a different valve cover, stock airbox, and all that other crap u said.

the block and head it self is a B20 its easy to change alot of the things u have said with a couple of dollars
 
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