b20 vtec?
08-Aug-2008, 01:56 PM
#21
how do you plan on getting the compression higher?
You won't be able to mill the head that much to get the compression up that high, the more you mill the head the closer the valves will be to the pistons, so i don't recommend milling on a b20vtec.
Now if you use different pistons to raise the compression chances are they'll have deep enough valve reliefs to not have to worry about piston to valve clearance with big cams.
People have issues with piston to valve contact when they use the stock b20 pistons (designed for smaller valves) with big cams with a lot of lift, or when they rev to 9000rpms on a stock block.
I wouldn't waste your money on the porting, save that money for tuning.
You won't be able to mill the head that much to get the compression up that high, the more you mill the head the closer the valves will be to the pistons, so i don't recommend milling on a b20vtec.
Now if you use different pistons to raise the compression chances are they'll have deep enough valve reliefs to not have to worry about piston to valve clearance with big cams.
People have issues with piston to valve contact when they use the stock b20 pistons (designed for smaller valves) with big cams with a lot of lift, or when they rev to 9000rpms on a stock block.
I wouldn't waste your money on the porting, save that money for tuning.
15-Aug-2008, 07:16 AM
#23
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Join Date: Jun 2005
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skunk2 tuner series cams are tested and proven time and time again to make great power on most 1.8L or 2L b-series vtec setups. More specifically the skunk2 stage2's.
You don't NEED to go crazy high compression to make good power, but it helps. I've tuned many sub 12:1 CR 1.8L and 2L b-sereies vtec setups that make 200whp or higher.
With 12.5:1 CR or higher there is much less room for error in both the build and tuning. You will definately hit the detonation threashold quicker than an engine with less compression, so tuning the ignition timing can be limited in some cases (from my experiences).
I'm not saying don't run really high compression, but make sure you have a reputable engine builder build your engine and have a good tuner tune it. Tuning just for WOT and max power just won't cut it on an engine like that. The partial throttle/cruise portions of the fuel/ignition maps are especially important to have tuned well to avoiding melting pistons like LEITNER did on his 13:1 CR 2L build.
You don't NEED to go crazy high compression to make good power, but it helps. I've tuned many sub 12:1 CR 1.8L and 2L b-sereies vtec setups that make 200whp or higher.
With 12.5:1 CR or higher there is much less room for error in both the build and tuning. You will definately hit the detonation threashold quicker than an engine with less compression, so tuning the ignition timing can be limited in some cases (from my experiences).
I'm not saying don't run really high compression, but make sure you have a reputable engine builder build your engine and have a good tuner tune it. Tuning just for WOT and max power just won't cut it on an engine like that. The partial throttle/cruise portions of the fuel/ignition maps are especially important to have tuned well to avoiding melting pistons like LEITNER did on his 13:1 CR 2L build.
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