Hondaklubben

Here`s a funny little one we are doing right now.





Two years ago the engine totalled becouse of a exhaust buttplug.
The buttplug caused so much backpressure so that hot exhaust gas flowed backwards and heated the pistons while the coolingwater held the sylinders in chess.

All of you know that aluminum expands a lot under heat and the P2W clearences arent exactly wery wide on the stock engine.
Well it scarred the cylinders and wristpins got tight.
Here is what the sparkplug looked like two years ago from the complete stock engine:



Any way we got the mission to get this completely deassembled engine together again as a stock engine.

After he had tried serveral workshops(That dont normally do Honda)
in about a year he found us to help.

Here are the setup Im planning.


Stock b18c6 block bored/honed to 81,5 with tight clearences
eagle rods
Manley 11,1:1 pistons Ported by us.
Blueprinted engine by us.
stock crank, HG Oilpump etc.
Pr3-2 type R head light P&P by us.
Stock Type R cams
BC flatface valves(increases compression to about 11,5:1
stock valvesprings, retainers etc.
Portmatched IM
Tri-Y header
stock Intake without resonator modded for CAI.
The engine are beeing balanced to maximum 0,1g diffrence per cylinder.
Normally Ive seen type R`s up to 6grams per cylinder.
And CChamber are beeing evened out.

The customer gets all clearences in a printed for + a CD with digital pictures, that way he can feel whats going on in the workshop.



Block bored to 81,5 after my specs I should have the proper clearences, the pistons are not totally even in thousands of an inch so I meashure all liners along with the pistons to find what liners are bored for wich pistons.
in this application they all come down to a 26th thousand of an inch wich is pretty tight.
Normally I do them a little wider than that but since this will only be in stock form I can allow to have this tight clearence





Never mind the writing on the block or the pistons.







I use ACL bearings for this applications, the Maincap number 3 whas too tight, and I did not have the right bearing in stock either, so I have to order one bearing.







All pistons are beeing ported and the shape are leading towards the spark,


Every thing Internaly is balanced to the tolerance of 0,1, in my mind it is 0,0 Im always eager to get everything in 100%balance.

looks nice

Dont now what sort of paint it is on the block
but Aluminium like to breathe. so it could
get rid of heat :whatever:
MvH

oscii skrev:Dont now what sort of paint it is on the block
but Aluminium like to breathe. so it could
get rid of heat :whatever:
MvH

You dont think the cooling water will absorb and get rid of the heat?

The engine will brake down becouse of some paint lol :biglaugh2:


to be honest with you it is liquid alloy on spray. and not really a paint...

Okey,
i didnt say that the engine would break
MvH

oscii skrev:Okey,
i didnt say that the engine would break
MvH

I know that :thumbup:

I was just playing a joke with you

Here are some new pictures of the head, note the valves that will be used



C chamber





Intake




Exhaust



C. Chamber with valves.

forgot to update this

Resultat:
180,1 (SAE)hk på drivhjulene, da motoren ble designet ble den kalkulert med 11,1:1 kompressjonsforhold, etter at toppen var portet skulle den yte omkring 180-190 SAE drivhjulshk derfor var måleenheten og tatt i SAE form.
kurven dere ser på skjermen er kalkulert i DIN hester.

Selvom kompressjonen er bare 9,8:1 nådde vi målet. kurven er sammenlignet med en stock integra med stock ems, men med toda grenrør, 2,5" eksos og mugen filter på rullen vår, som dere ser er har motoren et fett moment register, noe som sørget for en meget potent og kjørbar motor.

Den ble tunet konservativt da den ble innkjørt på dyno. kommer kanskje nye bremsepapirer til våren etter service det ligger ca 5-8whp i toppen og mellom 5-10whp til i mellomregisteret.