and all the big dyno charts i have seen were from civic b20’s with obd1 '94+ integra parts. They say the b20 loves that compute and intake mani, 'specially compared to the obd0 tegs.
d
too bad 92-93 tegs are obd1 
Stew 
Originally posted by kidenrge
[B]too bad 92-93 tegs are obd1
Stew 
[/B]
I know, that’s why i said “'specially compared to the obd0 tegs.” and added that part about the intake manifolds (ie. the '94+ have the bigger ports).
After my research and experience, i’ve concluded that b20’s in obd0 teg trim are the worst (better than the ls engine tho, of course), '92-'93 trim is better, '94-'95 = the best.
d
Originally posted by daver
i’ve concluded that b20’s in obd0 teg trim are the worst (better than the ls engine tho, of course)
d
can you tell me why?
Not specifically i can’t say why. But after pulling a stock ls average time of 16.48 at BEST, with my b20 teg at about 82-83 mph, (everthing else was stock except intake, bored t.b., and fpr), i decided that somthing was really choking this engine off (no, it was not my driving, although launching traction was a big issue that day, but look at the low mph). I’d be surprised if i was making 145 fly hp that day.
The obd1 94+ tegs are obvious, they use the same bigger ported head as the b20 heads, plus they have the match ported intake mani’s to go along with 'em, which is big. Plus the stock computer is designed to support 142hp and 127lbs (or 126?) of tork. Which isn’t too far off the stock b20z #'s of 146hp and 133tork.
The obd0 ls compute is designed to support 130hp and 121tork, so thats a further stretch to reach 146hp, or even the 160hp '94+ tegs are consistantly getting (flywheel equivalent hp, that is-with bolt ons).
My small ported '90 ls intake mani really choked it off. When i put the b20 intake mani back on, i could feel the increase (low end, anyway). The '90 header is supposed to be a choker too.
The differences between the 90-91 tegs to the 92-93 ones are ridiculously debateable. NO one agrees whether it was the intake mani, head, cams, and or header. Definately the computer, in part tho.
I understand the engines of the two g2 teg versions are more similar than the two obd1 teg engine versions. But fact is, the g2 v2, compute is designed to supply for and support 140 hp and still a mere 121lbs of tork.
So partly experience, partly research and partly deduction leads to my conclusion about the merits of these different platforms for the b20.
d
As far as a G2 LS OBD I ECU is compared to G3 LS OBD I ECU goes…
Joe R from they hybrid board said…
“A 92 LS ecu was tested and was exactly the same as the 94 LS ecu”
Info here.
Daver, would you happen to know if the 92-93 intake manifold ports are as big as the 94 - up and JDM b20s with low rise intake manifold?
if the '92 ls compute made the same numbers as the '94 compute thats great. Keeping is mind that that was a USDM b20b, not capable of the higher numbers the z and the JDM b’s pull off. I don’t honestly know the difference in the two ECU’s, but i’d be surprised if they were the exact same ones (Honda, cheapskates??).
Don’t know forsure about the '92 intake mani’s. But i gather that the heads are the same cast as the '90-91’s, so that would mean no. The manis look the same externally, don’t they?
d
thanks for the info, so with a skunk2 intake mani (i already have), a header, and a chipped ecu (or hondata) it would be a good swap into a obd0 car?
I’d say all that pretty much eliminates the g2 v1 weaknesses. ON honda-tech peeples said that the skunk2 mani is the mod to get for the b20.
d
Now for that gsr tranny, eh?
thanks for the info.
daver, i know he tested it on a b20b but i can’t help but think that maybe honda really used the same ecu for both obd1 g2 and obd1 g3. :think:
Yes the 90-91 IM and 92-93 looks externally the same to me. Time for me to look for late model LS manifold or JDM b20 manifolds. Hopefully i can get a type-r TB while am at it.
they easily could have used the same compute, or the differences could be negligible. Its hardly uncommon for car companies to cut corners are reuse parts - ex. the b20 itself.
You new g2 people are lucky if you do have a better starting point (and you do). Not to discourage people about my b20 swap- this engine IMHO is THE engine honda should have put in all tegs stock, even with a big cork stuck up its hiney, its much more fun to drive than the ls. I was just hoping for a little more ‘right out of the box’ after seeing some of the 140whp dyno charts on honda-tech
:bowdown: b20
d
Is anyone running the B20Z (or JDM B20B 99+) intake manifold with the air chamber on top? Anyone know how that compares to the Skunk2 IM?
-Keith
ill have my b20z swap done by this week
sup guys im also doing the b20z swap with my b16a head, ill give u a list im puting in.my crv engine is a 2001 has 22.085 miles for 850.00 and my boy who has a 92gsr with the b20z block and the 1.7 gsr vtec head dyno his car and he just have type r intake cams with a port and polish with stock 1.7 manifold and t-body with crv pistons and he did 81
civic type r cams with springs.
type r manifold with t-body.
je pistons set for vtec 12.5.
port and polish the head.
new moter and tranny mounts
with the inserts.
all new gaskets.
short shifter.
APEX-I V-AFC.
and alot more.
IM NAME:
B16integra
u know no experienced.
but when my b20 got dropped in(1k for motor IM, installion)i noticed a huge difference. in my racer rampage section i listed the ones that ive beaten. basically there all vtec and sum were usin nitro too.b20=ownage:bowdown:
I just want to add a few things to my comments on my b20 swap.
I said this was the engine i thought Honda should have had in stock for the teg. Well, normally when driving on the highway at the mere speed limit and i’d want to pass some poke. I’d drop the old b18a in to fourth and floor it. Because of the gearing and the “narrower” powerband, i found i had to wait for the tack to hit 5k and give me some power. Well, by then, the speed is rather high and there would be all that drag to contend with, making the whole effort rather boring.
With the b20, the power comes much lower and stronger, a downshift to fourth, now, and it just takes off. I’d swear i’m passing (in fourth) as hard as 3rd would pull in my old b18a. I was having some fun experimenting with that tonight. And i can also assure you that the low rise b20 intake mani makes this engine much more potent than the old b18a mani (or was it just the cool night air…).
The acceleration seems to drop dead tho, by about 6k in 4rth.
d
that manifold is the square top one right? and it fits under the hood with no mods? Also what trans of choice would you pick? Ls or b16??
not sure what you mean by “square top one.” The low rise b20 mani sure does fit under the hood as it is lower than the teg one. The only significant thing i had to do to make the mani work was extend the map sensor wire to the new map sensor location on the b20 throttle body (which must be used, the b18a t.b. no fit). Its nice to have that 60mm unit on over the b18a’s 58mm too, for what its worth.
The tranny i’d pick would be the g3 gsr one. Won’t work with our cars, tho, so i’d probably do a b16/ls 5th combo if i was a more avid racer (and had sticky tires). The ls trans is just perfectly fine for fun daily driving, 'specially on the b20.
d
squar top means its got a chamber on top thats about a foot or less square bolted on top of the manifold and behind the V/C…
Originally posted by wilco
squar top means its got a chamber on top thats about a foot or less square bolted on top of the manifold and behind the V/C…
He probably means the USDM b20z manifold. I had that but never tried it, i just had it swapped with the LS one.