im not fully understanding this...

b20z has more displacement/torque than b18b but lower hp....

isnt it essentially the same, just with a wider bore? how would that cost the engine power? is this an issue of lower compression ratio? :thinking:

 

good freakin question, the b20z has a higher compression ratio then the b18b but makes less power.:thinking:

 

okay im a moron, just found something on super honda.....

b20b is 97/98 and makes only 126 hp
b20z is 99/00 and makes 143 hp

so i guess it makes barrrrrely more power but at least is not < b18b

 

Don't look at peak numbers. It doesn't tell the whole story.

The B20A started out in 1988, in the 3rd Gen Prelude. Then with the release of the H-series motors, the B20 went into retirement.

In 97, when the CR-V came into being and Honda needed a relatively torquey 4-banger...the B20A came out of hiding, got a new set of squeaky clean cams engineered for healthier low-end torque and went back into service as the B20B.

Then in 1999, if memory serves, the compression ratio was raised significantly to create the B20Z,. Again their intent was to provide their mini-ute with a wide torque curve to get the damn thing off the line. h:

 

yeah i knew about all the history of it but i wasnt really sure how it lost power.... i have a couple potential buyers for my build, if i get rid of it, i think i might just get a fresher LS tranny (mine is..... not so tight... :nervous: )and a b20z long block, work with that for now... cuz i know i cant afford to finish my c5 :wtc:

 

good luck on borh your projects

 

It actually started somewhere in the 84-86 range, I know the (JDM) Accord version was availible in '86, if not before. It was somewhat different then the US B20A.

I have also heard a couple references to an early carburated B18A, but no solid proof.

 

Interesting...h:...I thought our mid-eighties Accords still used the early Ds.

A carb'd B18 with hot cams and CR....:drool: Sounds naughty...