I would say just turbocharge a GS-R and get it over with.

 

I was reading an article about using the b18a block with the b16 vtec head. To achieve better low end torque and better high end HP. Is there any benefit to this over just a VTEC B18c1/c5?

dom93hatch th whole purpose is to do it NA car. anyone can turbo or supercharge. if i wanted a fast turbo car i would just start on my FD which is can easily acheive the high 11s/low 12s. actually with the mods i have now it is running high 12s. The trick is to do what other people can't or are not willing to do.

 

i know you guys are probably tired of my questions by now, but hopefully all my stupid questions now will save someone asking them later.

what are you guys doing to help with the oil delivery problem?

 

turbo charge an LS.........lower compression = more boost capibility

 

When you're talking high powered apps, compression ratio is something that is open to change when you build the bottom end.

 

So what? The GS-R engine will always make more power per boost. Who cares if you're running 1 BAR when a GS-R can put out superior numbers at, say, .8 BAR?

 

my buddy has a 94 gsr 2500 pound weight, with a poor man's ITR engine setup and skunk stage one cams and good tuning with about 195 whp. He hit 12.9's slicked down. he's a bad ass driver though.

 

Look, everyone is starting to get off the subject at hand. JDM if I were you i would be asking more about an h22 in a integra. Volumetric efficency (not sure if thats spelled right) is the key to anybody trying to go all motor. as everyone knows, the three basic components to have combustion is air, fuel, ignition. obviously, the more displacement a cylinder has, the more air/fuel mix it can ingest. the more it can ingest, the more it can compress. the more it can compress, the more power it gets from the power stroke. the more power it gets, the faster the crank turns and inturn the faster the car goes.

An h22 (prelude engine) has a good amount of low-end torque, with good high-end hp. get cast iron sleeves, high compression pistons, port and polish, maybe a new valvetrain with a 45 degree seat, cams, gears, etc.. (DO NOT GET A THREE ANGLE VALVE JOB, just not worth the money), and get the crank, rods, block, everything cryo treated and you'll probably be somewhere in the 280's to 300 hp range NA.

I personally prefer the B series engines, b16 is my fav, but i also like to turbocharge. I personally did a Ls\vtec conversion, and let me tell you, its not worth the time or money. the fastest time I got out of that engine, NA, was a high 13. Now i built a b20vtec, non-turbo yet, and did everything I just listed above and I'm in the mid 12's at 273 whp at 7500 rpms, with c/16 NA.

As far as trannys are concerned, i started with the LS tranny and it worked fine, but now i have the itr LSD tranny and it made about 3 tenths of a second diffrence and it works just fine.

:irock:

 

I ran 12.7s last year on street tires, totally untuned. Let's see what she does in about a month, now that she is quite well tuned.

 

The quickest n/a Honda setup will be a fully built H22A in a Civic hatch. The H22 is not as easy to build as a B-series and to run aftermarket pistons essentially requires you to resleeve the block. But if you plan on doing that anyway it's not as much of a big deal.
Great, but he did say he's looking to make an n/a project.
Anyway, I think we've offered more than enough ideas and this guy is perfectly capable of thinking for himself so unless there's some revolutionary insight to be had this thread doesn't really need to continue.