High-Revving a B18C

[Marasmus]

I'm planning on turning my integra into a project sleeper car. My goals are:

11,000 RPM redline, actually useable at that level
260+ HP at the wheels, all motor
Depending on the difficulty of getting ideal pistons, possibly going with lower compression and a high boost (10-15 psi) turbo

I plan on spending around $10,000, maybe more, on all this stuff.

Of course, there are a lot of engineering concerns with getting such an engine to 11 grand. Specifically, I won't be happy until I can build it to be as predictable and reliable at 11,000 as my stock B18C1 is at 8,000.

First, I want to buy a B18C engine complete, with Y2 (1998+ Type-R) transmission. The LSD is a nice add to the tranny, but the better synchros and more durable bearings of this tranny (along with the fact that I really like its ratios) are its real winning points. Any recommended places to pick up whole B18C5 setups, or at least Y2 trannies?

Next, the head itself. I want to bore out the runners in the head quite a bit. I want to increase their minimum diameter to about 12-13 sq.cm to allow for the necessary volume of air to flow to the valves. Any headwork people know if this is possible using the stock casting, and if there are any recommended shops for doing this?

Does anyone have any recommendation on valves, springs, retainers, and guides? Right now I'm planning on JUN valve springs and Skunk2 valves & retainers to hit 11 grand.

Cams. The math involved in figuring out what cams to get gets complicated. I'm looking for cams with a mean lift of 6.5mm and higher during duration. It's a pretty big upgrade, considering the stock GS-R cam has a max lift of 7mm! I don't necessarily need a super-long duration (especially if I end up going w/ the turbo), but the high lift is important. I haven't been able to find mean lift stats on any cams - Does anyone know where I could find this sort of info?

Intake manifold. I see lots of manifolds rated to go to 10,000 rpm. blah. How about manifolds made for 11,000+ RPM's with at least a 72mm throttle body to match? I'm fairly certain a 72mm throttle body will do the job, but I'd like to get up to a 75mm if it's possible.

Exhaust. The short of the story is that to maintain the same flow velocity, I need to increase my exhaust from 2.25 inches to about 2.5 inches. Conveniently, the Integra Type-R's exhaust system is all 2.5 inch! My initial plan was to go with ITR aftermarket exhaust, but I haven't found mufflers I like. So my idea is to go with a high-performance 4-1 exhaust header made for the ITR, a high-flow cat, and a stock mid-pipe all the way to the back. At the end, I'm going to have a custom muffler made (or modify the stock one) to look exactly like the GS-R's muffler, but with a pipe diameter of that cosmetic bolt-on piece that comes with the GS-R, slash-cut, and chromed. It'll take a trained eye to see it's not stock

Pistons/Rods... I'd like to have a reasonable compression ratio, like 11.2:1. I want this car to still be reasonable for driving when not in VTEC engagement, and to use pump gas. Anyone have recommendations for extremely lightweight and rigid pistons? I'm also concerned with valve clearance.. I haven't done the math to figure out my piston-hitting-valves possibilities yet, since I haven't decided on cams. Should I be concerned at all? As far as rods go, I think the ITR rods might be a little heavy for this application. Would Crower rods do well, or are the ITR ones good enough?

I've seen articles on B18C's being brought to these RPMs, and it seems that they're always bored to 2.0 or 2.1L. Is there a reason why this is needed, like the pistons rocking more because of the high RPM's? I'd really like to keep the stock bore, just for bragging rights, but if there's a good reason....

Of course, all the normal stuff is getting done. Adjustable cam gears, underdrive pulleys (VERY necessary at 11 grand! don't want to unwind that alternator in the middle of a race!), suspension, clutch, flywheel, entire fuel system, injectors, total ECU reprogramming, etc.

Anyone with thoughts about this stuff? I'd much appreciate the insight!

[thebobs]

heh are u telling or askin?

[88_SC_CRX_Si]

Also, figure on getting an ARP kit or something other then stock bolts for rods/caps. That seems to be a problem when you start revving a B18 (if I remember right...).

"Noth'in like Induction..."

[Marc-OS]

Dude, you're plan is very similar to mine. I'm gettin' a d16y8 and I'm gonna keep it NA with plans of a 10k rpm redline and 200-250hp. As for suggestions, I think you should balance/blueprint the bottom end and knife edge the crank. That will help you rev higher and quicker and keep your engine in one piece.

[kidrocket]

10-15psi turbo would definitely rule out all motor
but pistons arent that hot of a commodity you should be ok

[b16a3sol]

he turbo for this application would probably be a hard find, and most likely not worth it. you would experience a lot of turbo lag just so that you dont end up exceeding the cfm's of the turbo by redline. the amount of exhaust gasses going through it would break it eventually if it kicks in too early. a turbo that can make 10psi at 3000 is going to have a hard time staying together at 11000. my only guess would be to find something that didnt kick in until around 6000, but i dont really know that much about turbos so this could be a rather easy problem to solve.

my guess for why the motors are bored out is because any motor that can rev to 11,000 is not going to have any power before 6-7,000. boring it out gives it that little bit more torque, giving some power back to already lacking low-end.

the only other thin i could think of would be because the motor is destroked that the valves can have a higher lift and duration, while still maintaining clearance. but this means they dont gain the torque that would normally be had from increasing displacement.

if i were you i would look at some of the spoon motors and see what they have done to make their motors rev so high. other than that, this is a bit out of my league. good luck.