Why are V8's so great?
01-29-2010, 09:36 PM
#25
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01-29-2010, 09:42 PM
#27
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Thread Starter
I think that's why the police follow me all the time, they assume I bought my cars with drug money... and I don't wanna offend anyone but I don't think that happens if you have a nice V8 whatever... double-standards
01-29-2010, 09:44 PM
#28
So because its a Supra and not a Camaro its ****??? Dude Supra's kick ***. Have you ever driven one?
Say it right... N-O-S ...respect... Well the nitrous is just stage II, stage III will be a custom turbo setup. But I might as well get the nitrous tune dialed in first ya know?
Say it right... N-O-S ...respect... Well the nitrous is just stage II, stage III will be a custom turbo setup. But I might as well get the nitrous tune dialed in first ya know?
You say it right, N-I-T-R-O-U-S.. Stage 2 and stage 3? How about another mod? This isn't F&F where you have stg 1 2 and 3 exhaust.
Yea, good idea man. You could kill someone racing on the street... Much safer on the non street (aka. the highway). Good thinking, we should learn after him you guys.
01-29-2010, 09:46 PM
#30
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Thread Starter
Phase II cont. A series vs. B series.
B20 (16V DOHC)
Quote:
Originally Posted by 2drSE-i
The only engine from other vehicles that will bolt (almost) directly in is the B20 from the JDM/EDM Accords. No Prelude or other B20 motor will fit, as these motors lean the opposite directions and you must use different mounts.
****... I didn't realize the A20's forward lean was different then other honda motors until now. Leaning the engine back towards the firewall, like the B-series does, should lend towards better center of gravity and polar moment... oh well.
A20 (12V SOHC)
Serious build guide:
Head Swaps
Quote:
Originally Posted by 2drSE-i
There is only two heads that bolt directly onto the A20 Block.These include the A18 and the A20 heads. The The A18 Head will bump up your compression a bit, but the problem with the A18 head is the port spacing is pretty weird. What you would gain in compression you would probably lose in Volumetric efficiency.
Valve Train
Quote:
Originally Posted by 2drSE-i
A20 valve springs are good to the stock red line, but not much after that. A18 Dual valve springs and retainers (84-87 Prelude, Dual Carbs) are good to about 7200 RPM.
Cams
Quote:
Originally Posted by 88Accord-DX
When comparing cams, the numbers tell the story. These include lift, duration, overlap, lobe separation and timing. The duration specs reveal the cam's potential for making power within a certain rpm range. Generally speaking, the longer the duration, the higher the rpm range where the cam delivers its power.
Quote:
Originally Posted by A20A1
Short Duration High Lift is better for low rpms
Long Duration Low Lift is better for High rpms
Long Duration is better for N/A
Short Duration is better for Turbo ( Specifically ask for a turbo regrind if going turbo )
http://www.crower.com/cat/import/honda/camshafts.html
Quote:
Originally Posted by Justin86
The tri flow, by delaying the opening of one intake valve creates turbulence, aka swirl. It will slow the flow but would give a better air/fuel mix for more efficent combustion, so you loose some, gain some.
Quote:
Originally Posted by AccordEpicenter
opening the valves differently like the triflow is good for low and mid range power but not peak hp... but my gripe is that there is too much duration and overlap for these to be used for a turbo car... but im not sure of the specs. Id say that a 242 degree cam with 400 lift would be a nice turbo cam... i was thinking about trying it myself.
Quote:
Originally Posted by b8er
i always thought/heard the tri-flow from colt was the way to go, with the cam opening one intake valve first it pulls the air fuel mixture across the other valve then opening that one, with the pulling of the air its creates a swirl (like mentioned above) and the swirl then creates a better air/fel mixture
^ still undecided.
ARP head studs vs. Honda head bolts.
Even if the stock honda head bolts are sufficient the reason I want to use studs instead of torque-to-yield bolts is so I don't have to buy new ones whenever I remove the head.
Intake Manifolds
Quote:
Originally Posted by 2drSE-i
Intake manifolds for the B16/B18 work pretty well, the ports line up well and all you really need to do is drill a couple of extra holes for this to work.
Intake Piping
Quote:
Originally Posted by Jims 86LXI HB
I don't think anyone will really argue that replacing the stock intake system with new piping and a high flow filter will inhance power. But which is better, a short ram, which is pretty easy to do? Or a true cold air intake, which involves more work?
In the October/November issue of Honda/Tuning they tested 7 intake systems on a new 2002 RSX Type-S. The stock filter flowed 237cfm, the K&N flowed 244cfm.
AEM SR 163.1hp (+5.4) intake temp 111
AEM CAI 178.4hp (+20.7) intake temp 96.5
Quote:
Originally Posted by 2drSE-i
CAI’s that fit our cars.
90-93 Integra
90-97 Accord
92-95 Civic
NOS
Quote:
Originally Posted by markmdz89hatch
I can guarantee burnt rings in your near future that way
Hmm that should only happen running really lean... I will be running additional injectors w/nos so that should prevent the burnt rings issue?
Brakes
The SE-i, which was only available in 89, and only in Coupe or Sedan, had rear disc
01-29-2010, 09:51 PM
#31
TECH Fanatic
Why are V8 are so great 
1. They have 5 more cylinders then a 3 banger (geos)
2. They have 4 more cylinders then a 4 banger
3. They have 2 more cylinders then a 6 popper
Can't beat displacement
1. They have 5 more cylinders then a 3 banger (geos)
2. They have 4 more cylinders then a 4 banger
3. They have 2 more cylinders then a 6 popper
Can't beat displacement
01-29-2010, 09:56 PM
#37
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Oh and the reason V8 are so great is cuz its like running NAWS all the time. But hey atleast you can get great fuel mileage. I sure wish my LS1 could get 30MPG like your 4 banger. All I can get out of it is 29.78MPG. 
01-29-2010, 09:57 PM
#38
Registered User
Thread Starter
