Stroke my teg?

I was thinking about possibly getting a Crower stoker kit for my B18A making and stroking it to a 2.1 L. What would be the advantages/disadvantages to this kind of engine work. If anyone knows where I could get this kit that would be great too!

cheers,

Hmmm, strokin' a b18, sweet.
Before getting the kit, i would go to a machine shop and make sure that your block is OK and doesnt have to be bored over to make your cylinder walls straight. If you have to do it, size of the pistons will be bigger, which is important when ordering the kit.
b18a is aout of 91-3 integra right? should have some decent miles on it than, so its always good to check.
If its ok, than enjoy the very nice and expesnive package that a stroker kit upgrade will give you. It will have really nice power output too, and you will definetly get some torque. i think ard had them, but not sure check out the adds in Super Street, ive seen them there.
Also since you will be replacing most of the bottom end (and possibly boring it over) The engine will be like new.
good luck

Hey thanks for the tip about getting the cylinder walls checked and bored (if need be)! My engine only has approx 160k kilometers which is just over 100k miles. Which isn't too bad for a 92!

does anybody know what kind of power (torque and horsepower) that I could get from stroking it by 0.3L? My car has 140 hp stock and 126lb/ft of torque. The only mod I have done to the engine is a drop in K&N air filter.

anybody???:confused:

just by the milage i would say that boring would be strongly suggested if not recomended. its fairly cheap 30 bucks per cylinder is a standard price, but it requires to be taken out of the car to do it.
its hard to say for the HP #s because most honda freaks get a turbo and dont bother going to a dyno. I would suggest calling the manufactuer or retailer and tell them that you're interested in it and they would be more than happy to tell you the specifics. Im pretty sure they will give you a HP figure.
I would definetly expect somewhere in the 180+hp figures, and with a good cam those #s would be getting into 200+ range. again it depends, but beating a GSR or Prelude would be quite reasonable.

you'd be better of using a B20 block and crank if you want a 2.0L engine

B18s already have a low rod/stroke ratio, and by stroking it you need to get shorter rods, thus lowering the rod/stroke ratio. the peak piston speed will go up, the dwell time will go down, and you will lose torque as a result

in fact the B18 stroked to 2.0L will have less torque than just using a B20 block

i disagree, by having long stroke it will add torque, so you will have more torque than b20. as a matter a fact, b20 and b18 have simmilar numbers in HP and TRQ, so it would be pretty pointless to get a b20.

Most people think that power is only gained by putting in another engine. I rather see someone get performance out of their motor than spending 1G on a block which has shitty compression ratio (i think its 8:1 in b20b) which than needs to be further modified to make some real power.

the B20 and B18 have similar HP numbers, but the B20 has considerably more torque. but the power curve differences of the engines has more to do with the cylinder head and target market than block dimensions. in other worse the CR-V has a more detuned engine with more torque down low for street tuning. the integra's B18 is more performance oriented

there is more to it than just the dimension of the stroke, though

if you have a long stroke with a short rod the piston will move faster, and it wont stay at TDC/BDC as long, as a result the incoming air will not be able to "stuff" the cylinder as well. you lose volumetric efficiency and the result is a loss of torque (over what you *could* have)

if you wanna make bigger power, you put a B18 head on a B20B/Z block
VTEC or not.. although you will make bigger power with a VTEC head, you may run into cooling/lubrication issues as the B20 block was not intended to handle those kind of revs.

the reason why the B20 block will have a better rod/stroke ratio than a stroked B18 block is because the B20 block is taller

ideal Rod/Stroke ratio is 1.75
the B16A is the closest honda engine to that at 1.74
the B18C is about 1.68

the D16-series is about 1.52

see why the relative performance of the B16A exceeds both the D16 and the B18?

shadowboy,

thanks for the info, I don't think I will stroke my teg. I think (if I ever get the money) I will drop in the B20 with a B18C5 or 1 head and then maybe a little later put in some higher compression pistons in. Well a guy can dream can't he?:D

well, putting a VTEC head on a B20 block is like doing the same thing on an LS block, but with more displacement. it will probably raise the compression ratio (i don't know what to, i will leave that research up to you) so don't go overboard un high CR pistons until you know what is gonna happen. engine swaps take very careful planning to do them right
good luck with the project!

btw.. another advantage with the B20 block is that it would be cheaper to find a low-mileage, already-assembled B20 used than it would be for labor to dismantle your B18A to put in a new crank, not to mention the cost of the crank

Originally posted by shadowboy
btw.. another advantage with the B20 block is that it would be cheaper to find a low-mileage, already-assembled B20 used than it would be for labor to dismantle your B18A to put in a new crank, not to mention the cost of the crank

sweet, I thought in the back of my head that it would probably be all alround better if I just swapped price and headache wise!

thanks