Richard Holdener - Xtreme Honda B-Series Engines HP1552: Dyno-Tested Performance Parts Combos, Supercharging, Turbocharging and Nitrous Oxide -- Includes B16A1/2/3 (Civic, Del Sol), B17A (GSR), B18C (GSR), B18C5 (Type

Xtreme Honda B-Series Engines HP1552: Dyno-Tested Performance Parts Combos, Supercharging, Turbocharging and Nitrous Oxide -- Includes B16A1/2/3 (Civic, Del Sol), B17A (GSR), B18C (GSR), B18C5 (Type — read online for free the complete book (whole text) full work

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Table of Contents

INTRODUCTION

With the introduction of the new K-series motor from Honda, youd think the B-series would have been dismissed long ago. While it is true that the K-series motor is an impressive piece and arguably even better than the original B-series, the B-series continues to be the mainstay of the Honda world. Check under the hood of most any performance Honda and youll likely find a B16A, B18C or even B18C5. Toss in the many LS/VTEC hybrids and you can see why the B-series continues to be a popular choice for Honda enthusiasts. Unlike the newer K-series, the B-series engine family has a lot going for it, namely cost, ease of installation and availability of aftermarket performance components. Looking for cams for your B-series? There are literally dozens of different profiles available. The same goes for intake manifolds, headers and air intakes. The aftermarket has even provided performance cylinder heads in the form of the Dart CNC P72 head. Like the small-block Chevy and 5.0L Ford, it looks like the B-series will enjoy a following for years to come.

One of the problems associated with having so many performance parts to choose from is that it is difficult to choose the right components for your application. Is the Type R intake manifold right for your stock B16A? How about Stage 3 cams? Is nitrous worth more power than a turbo kit? These are all great questions and ones that are answered in this book, but the vast array of available components means there are literally millions of available B-series combinations. Why do some motors run better than others when they have the same components? In some cases it is as simple as attention to detail. By this we mean optimizing things like timing and air/fuel curves, running synthetic oil instead of the cheap conventional stuff and actually running your motor on a Dynojet chassis dyno to maximize the power curve. Youd be surprised how many enthusiasts swap components (even ECUs) in their Civics without so much as knowing the air/fuel ratio or even where the total timing is under wide open throttle. This is problematic on a normally aspirated motor but downright disastrous on a motor equipped with forced induction or nitrous.

Despite what you read in the pages of this book, improving the power output of a B-series Honda motor is no easy task. The reason for this is that these motors are already efficient right from the factory. As of this writing, Honda still enjoys the title of having the highest specific output per liter of any production engine. The F-series in the S2000 offered 240 hp from just 2.0 liters of displacement, a specific output of 120 horsepower per liter. Compare this to the 300 hp produced by a 4.6L Ford V8, which produces just 65 horsepower per liter or about half that of the S2000 motor, and you begin to appreciate just how efficient the VTEC motors really are. Of course, the 2.0L VTEC motor can never match the torque production of the large-displacement V8, but were the Ford to match the specific output of the S2000 motor, youd have yourself a 552 hp Mustang! By comparison, even the original 170 hp B18C GSR at 94.4 hp per liter, the 160 hp B16A (100 hp/ltr) and 195 hp B18C5 (108.3 hp/ltr) all look plenty impressive. In terms of specific output, the B16B from the Civic Type R tops the specific output list for B-series motors by producing 185 hp with just 1.6 liters of displacement.

Nothing screams performance like a turbocharged B-series VTEC motor.

A single fogger nozzle from NOS injected into the air intake can substantially improve the power output of any B-series motor.

That these motors offer such impressive power from the factory is both a blessing and a curse. On one hand, it is nice to have such impressive motors right from the factory, as no other manufacturer has successfully offered the equivalent of Hondas legendary VTEC system. The elevated factory power output means that Honda didnt leave a ton of extra power on the table. It is easy to add power to a motor that only makes 65 hp per liter, but much more difficult when that motor tops 100 hp per liter. Ive seen advertisements for air intakes, throttle bodies and headers for B-series applications promising 10 hp, 15 hp and even 20 hp gains. While these components may result in power gains of this magnitude on an American V8, the chances are pretty slim that a larger throttle body will add 20 hp to your B16A motor. In fact, it can be said with absolute certainty that no throttle body will add 20 hp to a normally aspirated B-series. The only way a throttle body will improve the power output of any B-series is if the stock throttle represents a significant restriction (possible on a B-series equipped with a Jackson Racing supercharger), but unlikely on any other application. In fact, youd be hard-pressed to add 20 hp by combining the air intake, header and throttle body.

Simple bolt-ons will not likely result in huge power gains, but that doesnt mean the Honda/Acura B-series motors are unresponsive to performance upgrades. If the motors did not readily accept and respond to the performance upgrades, this would be one short performance book. The reality is that air intakes, headers and throttle bodies will only get you so far, but there is plenty of power hiding down under those VTEC valve covers. As good as the factory VTEC system is, the factory cams are understandably conservative when it comes to maximum performance. Naturally Honda had more than maximum power in mind when they designed the profiles for the B16A, B18C and B18C5 motors. Even the mighty Type R versions were equipped with relatively mild cams compared to what is available from the aftermarket. There is also power to be found in the cylinder head, both from porting, which improves airflow, and milling which increases the static compression ratio. Care must be taken when porting a B-series head, as it is just as easy to ruin a perfectly good cylinder head as improve upon it. Milling the head will almost always improve the power output, but care must be taken as this decreases the piston-to-valve clearance.

At the time of this books publication, it is a B-series engine, and not the newer K-series, that powers the Worlds Fastest Honda Civic.

Ported heads, cams and intake manifolds are all available for the B-series.

After Honda introduced the Type R B-series motors (both CTR and ITR), everyone rushed to install the intake and cams in their otherwise stock B16As. The CTR and ITR cams would be a welcome upgrade to almost any B16A, but the Type R manifold is best left to the larger displacement motors. Compared to the P30 (B16A) intake, the Type R manifold may produce more peak power but will lose power through the remainder of the rev range (where the motor spends most of its time). On the street, torque is king and the stock P30 intake offers significantly more average power production than the venerable Type R (at least on the smaller B16A). Naturally the Type R intake is not the only game in town when it comes to B-series intake manifolds. Edelbrock, Skunk2 and Professional Products all offer intake manifolds for the B-series. Care must be taken when selecting the intake for your combination, as the runner length (and cross section) must be chosen to work in conjunction with cam timing to optimize power production in the desired rpm range. When it comes to runner length, longer runners provide more low- and mid-range torque, while short runners increase top-end power. The same goes for air intake systems, as the CAI provides not just airflow or a cold-air source; it actually provides a tuning effect on the power curve.

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