|
| Search | Car Forums | Gallery | Articles | Helper | Air Dried Fresh Beef Dog Food | IgorSushko.com | Corporate |
|
#2
10-20-2003, 09:43 PM
|
|||
|
|||
|
i believe the b16a for there lower compression
__________________
95 ls with GSR head aem cai, dc sport header, greddy exhaust, pyr computer chip(red-8500) type r pistons, skunk 2 intake manifold and coilovers, aem fuel regulator, msd ignition wires, unorthodox underdrive pulley And Now Skunk2 stage 2 cams but not installed.. all sleepin in a black body... 
|
|
#4
10-20-2003, 09:57 PM
|
||||
|
||||
|
Quote:
 the b18a in good condition with "PROPER TUNING" can handle up to 12psi. the b18c and the b16a ( i hope that was a typo man) have higher compression and can't handle as much. but if you're dropping the cr to 8.5:1 on any engine then i might go with the b18c as long as you did forged internals and money wasn't an option but then there is the near perfect rod to stroke ratio of a b16. gees im stumped on this one LIL HELP HERE 
__________________
                        
|
|
#6
10-20-2003, 10:59 PM
|
||||
|
||||
|
The b18a nor the B18B is a better all around motor than the B18C. It is better for turbo apps when you are going to leave the internals stock, it will also hold a bigger hp shot of nitrous than the B18C but for N/A apps the B18C is a better motor. And if you are going to build the internals then the b16 would be a nice choice for turbo, yes the B16 laks torque but with the boost it will have plenty, or yuo could go with the B18C. But personally if money was not an option then I would go with the B16 and have it sleeved with 85mm bore and boost it, you will have close to the same displacement as the B18c and a near perfect R/S ratio, so the life of he motor will be longer.
__________________
|
| ||||||||||||||||||||||||||||||||||||||
 |
POST REPLY TO THIS THREAD |
 |
|
|
