Originally Posted by testep02
Ok, ok, I can swap in a set of cams and gears in a few hours. No big deal. The pistons I'll give you would be a little hard to do in a weekend, but not impossible. An intake and TB swap, what, 3 hours max. Exhaust is there already. Header, another 3 hours. P&P wouldn't be too bad since I have a head I can send to be worked on. Upon receiving the head back from the machine shop, install cams, bolt up intake, job well done in a weekend.
LS/Vtec swap...much more time consuming. Everything has to be machined to fit, wiring has to be done, oil lines have to be run, much more down time.
Engine Swap...I won't even entertain that job...much more time than I have to put into it.
So in short, yes, I can sink the cash and time into the mods I have listed, but I can't afford the down time of the others. And I'm not using my spare block for the LS/vtec, that's getting shipped off for some sleeve work for the turbo build.
Sorry if this post was pointless, but I don't see what's wrong in wanting a mild N/A engine to hold me over...I just figured that an engine like this would respond great to some N/A love. Ah well, I may still build it just to see what it runs like, then throw some juice at it to hold me over until boost can come my way again.
Your post was never pointless..and neither is your goal.
I was simply trying to gauge what level of modifications you were willing to undertake. At first, I was unclear as to the time & money budget on-hand.
h:
Now that the issue is settled, I would take a look at Crower's 404 cam for the B18B1 to complement the requisite spring and retainer upgrade on a ported / polished head.
Once dialed in, the cams alone should see about 12-15 hp. Combined with a 4-2-1 header and the intake of your choice, you'll be getting close to GSR power levels if not exceeding them. Should that prove insufficient, a 55-shot should certainly keep you entertained. :rick:
With the nitrous oxide, you'll be looking at a clutch upgrade and beyond that, you start getting to the point where CV joint durabilty becomes an issue after a extended period of hard launches.
Basically, the practical limit for a stock-block N/A B18B is about 170-180 crank hp without nitrous on pump gas. To get into the 200+ range, you're lookling at a full bottom end rebuild, at an expense level that make a B18C motor much more suitable.
:cheers: