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Originally posted by K2e2vin@Jan 2 2004, 03:27 AM
i just looked at the pictures
Also, due to the VTEC system, cam timing on the B17 raises some issues that need attention. The valve overlap, intake and exhaust valves open at the same time, can lead to exhaust gass reversion issues. Reversion occurs during valve overlap and exhaust gasses are drawn back into the cylinder. Obviously this is not a good thing when you are forcing an already hot, pressurized intake charge into the cylinder
B17, and all other VTEC motors, will put out more horsepower with less boost than a non-VTEC motor, about 14% on average.
The B20 motor is a direct replacement for the B18A/B. The only advantage of the B20 over the LS motor is the extra two tenths of a liter displacement This extra displacement comes at a price however. In order to achieve 2.0 liters of displacement the cylinder sleeves were bored to 84mm from 81mm. This extra 3mm of boring significantly weakens the sleeves which can lead to cracking when subjected to boost.
A reliable LS/VTEC motor is very difficult to build, as such it should only be attempted by an engine builder experienced with building LS/VTEC motors. Since building a good LS/VTEC motor is such an art, engine builders charge a premium for their services. Also keep in mind that the bottom end of a LS motor was not designed to rev up to the level where the VTEC motors are meant to shine.
One advantage to a higher compression ratio is better low end power and response.
Aftermarket sleeves are thicker than stock sleeves and are also designed to resist walking, moving from side to side, in the water jacket which can compromise the seal between the head and block resulting in a blown head gasket
Turbochargers operate on heat and exhaust gas velocity characteristics.
Stainless steel is used on most tabular manifolds
Stainless steel retains heat better than cast iron but it is also more expensive.
One option is to have the Garrett T3 flange removed from a manifold and have a flange for the 14B/T25 welded on.
The wastegate has an internal spring which boost pushes on,
Boost creep occurs when even though the wastegate is open, boost continuous to rise, usually as the engine approaches high RPM. This occurs because the wastegate port is to small, or is in a bad position, and enough exhaust gases cannot bypass the turbo through the wastegate, making boost levels rise. Fortunately this is a rare condition and is not often a problem unless you are making over 500 horsepower.
The intercooler is required to reduce the air charge because as the air is pressurized by the turbo
Obviously a larger intercooler will do a better job than a small intercooler
Getting an intercooler that is thicker compared to another model should be avoided because the ambient air flowing through the intercooler heats up the further it flows through the core, decreasing its ability to cool the air charge the further it flows through the core.
Of course nobody has every blown up a piston running rich.
Originally posted by pissedoffsol
Obviously a larger intercooler will do a better job than a small intercooler
like your girl told you, size isn't everything. and yes, there is such a think as going too big.