Hey guys, I've posted here a couple of times. I have a question. I just blew my B18B turbo engine and I am about to drop in a new engine. I'm sticking with the B18B, and my question is, what kind of numbers are the All Motor crowd laying down? I'm not looking for the monster I had before (~290 whp), jsut something kind of strong that's fun to drive. What numbers can I expect with some nice stage 3 cams, a nice P&P, Larger TB, nicer intake mani, header, and nice exhaust. I also plan to raise compression with some nicer pistons, but still want to run on ~93 octane. Nitrous could be in the future, but for now, let's focus on the all-motor deal. What are some numbers you guys are seeing these days?

BTW, this is my first all-motor Honda build, I'm used to Cavalier's and V-8 domestics...

 

Is your blown motor salvageable?
Is there any reason why you're forced to leave the world of forced induction?

If you're serious about an all-motor build, you're looking at either a LS-VTEC conversion, in which you modify a VTEC head to fit on your B18B bottom-end.. or going whole-hog with a B18C1 transplant.

Run a search for LS-VTEC, both in this forum and in Engine Tech & Tuning. Once you have an understanding of what's involved in building a reliable LS-VTEC motor, you may want to consider rebuilding your turbo B18B.

 

I should have been a little more clear in that post. I'm not leaving the world of boost permanently, just for a while. I really don't have the time with work and everything to maintain a turbo engine like it's needs to be. The engine that was in it is still salvagable. I merely spun a bearing, no big deal. But with the car, I got the stock B18B that originally came in the car. The B18 in there now was one that he got from a junkyard and built while using the car as a daily driver.

Either way, I really didn't want to do the LS/Vtec swap, I don't have that kind of time anymore. Work-life really sucks, lol. I just wanted an all-motor b18 that was fun to drive, yet could hold it's own. By next spring, the boost will be back, but as of now, I want something simple.

as a side note about the engine swap, I have a K20 engine/tranny with ECU. I could drop it in, if time permitted, but to tell the truth, the Teg will probably never see the K20 in it's life.

 

if your really wanna do all motor go with the k24 from the tsk block and the k20 head off the type r or s. people are putting 220whp down wiht this without any other mods and with just basic bolt ons and cams are putting down 250-260whp im just waiting for someone to hit the 300 mark on some race gas and super high compresion

 

Ok...I agree whole heartedly that a K20/24 hybrid would be the ultimate route to go. But the first post lays it all out, I have a K20 that I could drop in, but time is the issue. I will probably never have that engine in the Teg. Boost is coming next year for sure, but I guess my main question is whether or not you can break the 200-240 whp mark on a B18B all motor. (no special reason for that number, just that those number make for a nice feeling car)

 

In your first post, you list an extensive range of modifications for an N/A build, but in subsequent posts, you say you're pressed for time. What's the deal? Do you want to invest money and time in modifying the B18B motor or not?

To answer your question.. no. Without nitrous oxide, trying to hit 200-240hp at the wheels with a nat-asp B18B will prove to both difficult and very time consuming. If you're not able to commit to a built LS/VTEC motor for whatever reason, just toss the stock B18B1 in there and leave it alone.

 

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:

 

Thanks man, sounds like u've been that route before maybe lol. Anyways, I guess I just miss the torque and hp that I got out of my Ecotec. All motor it was pretty strong. But I've been bitten by the Honda bug now...the Teg was given to me, so I figured why the hell not...but boost will be back by next spring. These Honda's are like no other under boost. I'm addicted

 

Yes, with my previous car.. I used that exact formula of mild N/A cams and headwork, with nitrous oxide in reserve.

This was on a '91 Golf GTi 16v..which is a reasonable analog to the B18B.

I've researched the same build for my DC4, but out here in California, the smog-legal options are rather limited. :a:

Welcome to the board. :cheers: