b20 vtec crankshaft
b20 vtec crankshaft Related Articles
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b20 vtec crankshaft Post Review
I liked a @YouTube video https://t.co/o73MyDt2EG How To Polish Your Crankshaft. High Compression Turbo B20 Vtec Bottom End Assembly!
b20 vtec crankshaft Q&A Review
What are the specifications of the Honda B20 VTEC?
There was never a B20 VTEC produced by Honda. The B20 VTEC is strictly a custom built engine. And, as such, the specifications can vary widely with the build. For instance, the vast majority of B20 VTEC engines are built around a stock B20 bottom end. This has an 84mm bore diameter with an 89mm stroke from the factory. And it uses either P3F pistons (early, low compression) or PHK pistons (late, high compression pistons). However, many people bore the bottom end larger to get a little more displacement and to use a higher compression piston. The same goes for stroke. Most people just use the stock 89mm B20/LS crank. But some people prefer the 87.2mm GSR/ITR crank, as the rods are stronger. Also, the combination of shorter stroke and longer rod improve both the ability of the engine rev and reliability at high RPMs. Other people will use a longer stroke crankshaft in order to increase displacement. 92mm is a common stroke when using a stroker crank. But 95mm is also available. Even the block can vary with a B20 VTEC. Most people use the B20 block, since it already has the larger bore diameter. But other possibilities are the B18A/B18B LS block or the B18C GSR/ITR block. Because these blocks have 81mm bores in stock form, resleeving is required to get a 2.0 liter engine. Whether you want to call a 2.0 liter B-series VTEC engine built around a block other than the P3F B20 block a ‘B20 VTEC’ is up to you. But it is functionally the same. Besides, going this route has its advantages over using the P3F block. For one, you avoid the weaker B20 sleeves. A sleeved GSR block is particularly advantageous since you avoid the need for an external oil line for the head. It also allows you to hide the fact that you are running the larger bores with a VTEC head during inspections. Of course, heads are a whole other issue. The basic choice here is the B16A/ITR (PR3) head or the B18C1 GSR (P72) head. Each of these has its advantages over the other. For instance, the P72 head gives a higher compression ratio with a given set of pistons and head gasket thickness. This makes the P72 head a good choice if you don’t plan to upgrade from the stock, relatively low compression PHK B20 pistons. However, the PR3 head allegedly has somewhat better flow. Besides all of these things, there are a gazillion other factors to consider, such as cams. Anything from stock B16A to the wildest aftermarket cams can be used. Intake manifolds can vary widely as well, particularly since the P72 head and PR3 heads do not have cross compatibility when it comes to intake manifolds. And then there's all the other stuff, like engine management, headers, exhaust systems, and intakes. When you consider all of the variables, it is not hard to see how the specs of a B20 VTEC can vary so WIDELY.
Between Honda B16/18 and H22A engines which one is easier to tune? I'm looking for at least 200HP daily driven engine.
The H22A is a whole lot closer to your power goal than any factory B-series engine short of the B18C5 Type-R. In fact, if we are talking about crankshaft figures, you are there with the 5G H22A4. This, of course, doesn’t take into account torque, which is also going to be better in the larger displacement H22A motor. In other words, the H22A is just a more satisfying engine to drive. On the other hand, B-series has some factors in its favor. First and foremost, it is a dimensionally smaller motor. Also, it leans forward (like stock Civic D-series engines) rather than backwards like the H22A. Because of these two things, it fits more easily into swapped applications such as Civics. It is also somewhat lighter, although not as much as some claim - certainly not enough to offset the higher power and torque. Finally, B-series engines have cast iron sleeves rather than the horrible FRM sleeves the H22A is stuck with. In other words, they can be bored like any other engines. And forged pistons can be used with no problems. The H22A would need to be resleeved. But this opens up the opportunity for even more displacement on the H22A. Many will point out that B-series has better aftermarket support than h-series. This is true to some degree. But it is certainly not a deal killer for the H22A. You can get pretty much EVERYTHING for H-series that you can get for B-series. But for B-series, you may have more choices. Again, I would not let this dissuade you too much. With this said, you have other options as well. One is to go B20-VTEC. This engine uses the non-VTEC B20 bottom end with a VTEC head in order to give you better power and torque than you could get from 1.8 liters. This is a good choice if you want the fitment of B-series with power and torque that approach what you could get from H-series. Another option is the H23-VTEC. You can get this by swapping a VTEC H22A head on the H23A1 non-VTEC bottom end. Or you can buy the Japan-only Blue Top H23A VTEC engine already assembled. This is essentially a stroked version of the H22A, and gives you more power and torque. But naturally, it doesn’t rev as well as the H22A. Finally, there is K-series. This is Honda’s latest four cylinder engine, and replacement for both B-series and H-series. It is essentially based on H-series and uses the same bore spacing. In fact, it has been said that you can even swap cranks to some degree between the two. In any case, as an improved version of H-series, it makes better power and torque than that motor. It is, however, more expensive. And swapping K-series into older Hondas is more of a challenge.
How much HP can a B20 handle?
Well it’s an not forged block so you will have limited factor is that though I has low compression engine so handle more boost if your turbocharge it. Though in N\A form you very limited as an non performance enginge though if you have a VTEC head bolts to it does become a franestian engine, though it does produce a lot low down torque as it bigger than a Sam non VTEC 1600 or 1800. It more tougher construction than the smaller ones though that could it weakness to as well. If you asking the limit of a stock bottom end. That be you limiting fActor s the stock bottom end that has heavy crankshafts there is limit of how fast you spin it before through piston or a rod usually a rod it would throw a rod. There so many variables it not design to spin fast like the B1600 and B1800 VTEC engines.
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