So I am considering a b20 swap into the ol civic. Now I know I need to get the motor, trans and motor mounts. Will I have to swap the harness too or will the D series harness work? I'm 95% sure that I will have to swap the harness but I wanted to make sure. Also will I need to get special axels or can I just get like B18a axels?

doing away with boost all together? B20 + boost = BOOM

i'm pretty sure you will need the b20 harness, unless you want to make all the connectors and shit yourself

iirc; you can use DA axles (since you will need a b-series cable trans)

f22 sohc..... with boost.... hell yea!

b20 swap is identical to a b18b/LS swap... becuase you have to swap an LS intake manifold onto a b20 to make it work in a civic/integra. what gen civic?

use 90+ integra axles. intermediate shaft has to be from the same generation as the axles (so, 90-93 intermediate shaft uses 90-93 axles, 94+ intermediate shaft uses 94+ axles).

always (with maybe 1 or 2 exceptions) modify the engine wiring harness that came with the car for the new engine.

and nate... b20s LOVE boost. you know better than anyone else... it's all in the tune. cracked sleeves are a myth from dudes running massive boost on shitty tunes.

i was under the impression that the b20's had weaker sleeves than the other b-series (cast iron vs. steel or something like that) definately all in the tune, and shouldn't need as much boost on a b20 to make is haul ballz (unlike a puny 1.6L )

My EF.




So yes then? Can I modify the D series harness in it or should I just swap in B20 harness.

you should modify the civic harness to fit the b20

you will need aftermarket mounts, 90-93 cable tranny (unless you run a "hydro" adaptor) and 90-93 axles/intermediate shaft.

Civic harness can fit a B20 if you downswap it to OBD0.

HOWEVER, I do NOT advise that, as you're going boost.

You'll want to upgrade to OBD1.

Eric has pretty much covered all the bases. I HIGHLY advise you get a cable transmission. The Innovative Mounts hydro-cable converters suck ass, and the Hasport one is ridiculously expensive.

B20 revs like ass, just to let you know. You should NOT exceed 7000. The factory redline is 6300, most guys throw on a B16 head and start revving 8.5k, and wonder why the engine comes apart.

With a little boost on top, you'd have a torque-monster. FYI, my B18B1 manifold will probably be up for sale if you need it. Going to go with Blox Type-R w/ LS flange, or something a little more boost friendly than stock.

-Richard-

b20 is great and all; but it takes away with the honda-ness if it doesn't scream to 7k+... but i'm guessing even just some ARP rod bolts would help a ton

84mm Bore + 89 Stroke = Sadface

B18 LS are 81mm bore, 89mm stroke. =D

Without going into too much detail, a B20 revving to 8000 has the same amount of force being thrown around as a B16 revving to 9100.

If there's anything I trust, it's guys with too much time and physics formulas. =P

-Richard-

EDIT:
Oh yeah, I have some CABLE B-series mounts, poly, made by Yonaka Motorsports. They've been sitting around for like two years...never used. Also have the rear bracket from a 90-93 integra that you'll need.

RPMs are overrated. i'll take a b20 ALL DAY over a b16.

b16 trans with LS 5th gear + b20 = MINT AS SHIT

more trig than physics; i'll have to make a post of all the crazy calculations i've learned in my AUTO310 class this semester. Pistons speeds and locations at given crank rotation, etc. really cool stuff. Got to port and flow test my d16 head too, just finished my project at 3:30am this morning, due at 3 pm

Truth.

I don't want to get rid of my LS trans. 5th gear is soo nice for highway cruising.

-Richard-

since finals week are gonna be a blur, and then i'll probably forget all this stuff, here's some of the stuff thats been making my head spin the last 15weeks

pretty simple way to figure you piston speed at any given RPM:
(stroke*2*RPM)/12
convert metric specs to standard. result is in feet per minute
my prof uses values of 3700 as "safe" and 4600 as "max". I'd like to know what constitutes those values as "safe" and "max", because if you do those calculates for small displacement 4 cylinders you get some very pissed off answers, haha


EDITED; cuz piston accel. formulas are tatt'd on my brain, haha

The formula for Piston speed in FPM is actually much simpler than the one you have listed (which is incorrect)

piston speed in FPM = ((stroke in inches X RPM)/6)

and piston speed certainly isn't an end all as you guys know...look at a simple K20 with nothing but a K-pro setup...I've seen those rev to 11,000 without ANY mods...by my calculations that's over 6000 FPM...this is all in the valvetrain and the fully counterweighted crankshaft.

how is my calculation incorrect? i took it right from excel spreadsheet that has correct calculations for 50+ engines...

*IGNORE THIS POST*

I don't know why you have wrong information but it is obviously wrong...I did a couple of quick calculations between your formula, and the one I post, and the numbers are not even close (I even tried plugging in metric and standard calculations into your formula and everything still comes out wrong)

if you look at the formula you posted you'll see that even if you just follow order of operations, you would be dividing by 2, simply to multiply by 2 in the next step...that does not serve any purpose at all...it's like stepping backwards and then stepping forwards again.

Toyota 4age piston speed in fpm at redline (7700rpm) = 3890 ft/min

let's use the formula you posted with the 77mm (3.031 in) stroke of a 4age

((stroke/2)*2*RPM)/12

((3.031/2)*2*7700)/12 = 23338.7
((77/2)*2*7700)/12 = 592900

now what the hell would I do with either of these numbers to convert them to FPM? Or better yet maybe you can tell me what units these calculations are in...

here is the formula I posted

piston speed in FPM = ((stroke in inches X RPM)/6)

((3.031 X 7700)/6) = 3889.783 ft/min

that certainly looks easier to me...even if there is some sort of conversion for your formula...if there is I couldn't figure it out by just looking at it.

I wish I was as smart as you guys.

AHHHHH!!!! found my mistake i though i was suppose to use the CPA (crank pin offset), but i was actually using the full stroke value.

so...
stroke*2*rpm/12 = xxxx f/m (idk why we have been using stroke*2 instead of just dividing by 6, your way IS easier, haha

i was thinking of all those damn piston acceleration formulas i had to do (you use the CPA, not th stroke)

if you are not going to do a ls vtec b20 then you wont be able to rev out unless you build the head with valve springs and locktite the lash adjusters, highly recommended b.c they will back out and i will sound like a diesel talking for exp. took my ls turbo to 8500 bad idea unless you build. also because with the trans there weakness is there input shat baring will destroy themselves under boost or more at the track launching off the line. i suggest to rebuilt your trans b/f you put it in mine had 102k on it when i turboed it and 20k later the trans started to make a grinding noise and took it apart and found mangled input baring.

you are 100% wrong. i really don't hate to be an ass... so feel free to take it that way.

i'm not even going to bother responding.

Rev's are never over rated.



High Rev ftW.!
There's nothing like hearing a B16 revving to ten,on ITB's, ...ever.
-Shit sounds legitimate.


edit..::
http://www.youtube.com/watch?v=nj2nlF1hkEc...=1&index=13

^^^^ +10, that sounds is sexy....

They are on a B20 that doesnt need to rev that high.

Buuuuuut, it would be cool if it did.
High revving N/A Honda's are awarded an A in my book.

I'll take a lower reving turbo B20 any day over a high reving b20/vtec or any vtec motor. Other then a K20 of course.

i hatez da vtak.

but crossover on the f20c makes me happy in pants

big cams

high revs

win

POST DATES!!!!!!!!!!!!

Click to view attachment

-Richard-

it was even in the same month you fucktard

no wonder this fucking forum is dead

This isn't the fastest moving forum but even "in the same month" is too late. There was no reason to bring this thread back dumbass.