Advice/Ideas on B18B3

HiroshimaScreamer · Post by **HiroshimaScreamer** » Mon Jun 22, 2009 12:57 pm

I'm looking for a little advise and/or tricks&tips for a B18B3 motor. This is the motor that my '94 EG Ferio came with, I searched for this specific car so that I can do my LSVTEC on it once the finances are available.
What I'm looking for in the interim is a little more power & fun from it until the LSVTEC build begins.
It currently has a SRI with DIY CAI and a 57mm zorst. Rev limiter is at 6900RPM(stock).
My question is now:
*How safe would it be to move the limiter to 7500RPM in stock form if the tuner is able to match the fuelling & ignition accordingly or will the std ECU be able to "learn"? AFAIK the std ECU is a P34 piece.
I only wanna do the header, intake mani, etc when I do LSVTEC.
*How do the power & torque curves look on a stock B18B3? Anyone have some dyno graphs of one of these in stock form?
Thanks in advance

RyanA · Post by **RyanA** » Mon Jun 22, 2009 1:52 pm

Stock, the engine makes 140 hp/127 tq. Very close to the US B18B1. I don't think I'd try to push the engine up the power band as you have a few things working against you:

1. Weak LS rod bolts (8 mm)
2. Cruddy LS bearings that tend to flake
3. Cruddy LS oil pump that is designed for lower RPM use; they don't like moving oil at high RPM's.

For parts to make more power, I'd look into things that you can re use when you go LSVTEC. A good header and exhaust would be a good idea and a good cold air will work on your B18B3 and the LSV if you end up going with a B16 head or a GSR head with ITR style intake manifold. I think that cold air, header, and exhaust will give you a decent boost for now.

The other option that will really wake up the car is to swap the LS trans out for a GSR or B16 trans. In a Civic, an LS with GSR or B16 trans will run very well.

HiroshimaScreamer · Post by **HiroshimaScreamer** » Mon Jun 22, 2009 2:28 pm

RyanA;186736 wrote:The other option that will really wake up the car is to swap the LS trans out for a GSR or B16 trans. In a Civic, an LS with GSR or B16 trans will run very well.

Was actually thinking about this the other day... A mate of mine has a Y21 box in his EG Ferio 180i and hates the short ratios. I was considering swapping out my stock tranny for that one, but I've been trying to work out whether or not it will be worth my while once the LSVTEC is done.

What is the flow difference between the B18B head and say the B16A head? Surely, if you wanna get the best results from the header you would need to get it custom built for the specific motor?

HiroshimaScreamer · Post by **HiroshimaScreamer** » Mon Jun 22, 2009 2:39 pm

I have just looked at this thread again & realised that it's in the ECU sub-forum:PDT_frfr:
Apologies for this & if Admin would move the thread to the appropriate sub-forum, it will be appreciated!

RyanA · Post by **RyanA** » Mon Jun 22, 2009 3:23 pm

As long as you can shift fast enough, shorter gears will always yield better times and acceleration. Yes, the VTEC head absolutely blows the non VTEC head out of the water as far as flow goes. However, you can always "plan ahead" and just get the header that will be best suited for your future application. You may lose a little right now but you'll still make more than the stock manifold...

HiroshimaScreamer · Post by **HiroshimaScreamer** » Mon Jun 22, 2009 3:43 pm

Do you have any experience of the Y21 box? I know the ratios are shorter, but does it have the strength to handle both my non-VTEC now & then my LSVTEC later on?
What you're saying IRT the header does make sense, I'll take a look into that, thanks.

RyanA · Post by **RyanA** » Mon Jun 22, 2009 7:32 pm

Well, IMHO, the Y21 and the LS trans both have the same weak link. The OEM differential (if it's an open diff). More than likely, they will take everything you'll ever throw at them but the spider gears are known to frag in the open diffs. So, I guess to answer your question, the Y21 is a great choice since it has the gears nice and close and is no weaker than the LS trans. Y21 also gives you the dual cone 2nd gear synchro whereas the LS trans only has a single cone synchro. High RPM shifts will be a lot more pleasant with the Y21.

HiroshimaScreamer · Post by **HiroshimaScreamer** » Tue Jun 23, 2009 6:50 am

Appreciate the info on the Y21 trans there. I'll chat with my mate about his trans and look into whether u can get an aftermarket diff or just get a LSD.

Been thinking about this a little more now. My original idea was to only do the motor once(due to costs), but the idea of an above average B18B non-VTEC causing some havoc until I do the conversion is sounding good.
My B18B3 is the original motor from the factory and now has +-200 000miles on the clock. What I'm considering now, is to build the bottom end in preparation for the VTEC conversion, i.e:
Balance crank, ACL bearings, shotpeen rods, ARP rod bolts, 11:1 CR pistons, hone block, clean&prep block. (please advise on piston choice, Arias/Wiseco/Eagle?)
At the same time I will hopefully be able to swap my tranny out for a Y21 unit.
Obviously, I will need to clean the stock head up in the process and maybe upgrade valve springs & such while I'm at it.
With the above work, would I be safe in assuming that she will then be safe enough to be revved and give some decent returns until the VTEC conversion comes around?

RyanA · Post by **RyanA** » Tue Jun 23, 2009 11:57 am

No need to balance the crank as Honda has some of the best balanced cranks in the industry. As for bearings, I prefer OEM Honda. You can use B16 bearings as they take the high RPM abuse a lot better than stock B18 pieces. You just need to drill the piston oiling hole in the one half of the bearing shell for the con rod (if you want it). Stress relieve and add ARP rod bolts is a good idea. As for pistons, no need to go overboard. All you need is a good OEM type piston. Heck, brand new ITR pistons are under 200 bucks; the weak link in the build will be the rods anyway so no need to get crazy on the pistons. Make sure clearances are PERFECT and the engine will last a long time. I'd put minimal money in the head. Get it cleaned up and have them check the faces of the valves very closely. LS engines are notorious for cracking valves. Replace any out of spec valves and get a good valve job done. Get some good springs and you should be fine to rev it farther (as far as the cams would let you). If you want to do a little extra, consider a little portwork on the head, add VTEC valves, and get a set of nice, all motor, cams.

Ryan

HiroshimaScreamer · Post by **HiroshimaScreamer** » Wed Jun 24, 2009 3:05 pm

Ok, I have been searching all the places I can find in regards to part numbers and I can't come right.....PLEASE HELP me with this
I'm looking for part numbers on the following:
*B16B Pistons & rings
*B18C5 Pistons & rings
*B16B bearings (between rod&crank for 89mm crank)

I need to get the part numbers to my contact at Honda, here in South Africa, so she can see if it's at all possible for her to order them & at what price.
Thank You