OK guys, here we go and sorry for the delay. I not only had to find time to respond to this thread but I also wanted to run to my Mom’s house because she has an old hard drive that had some saved emails on it from Tim Lyons, he was an outside consultant that did translation and spec writing for HOA (Honda of America), who I got to know through their Motocross testing program.
This email is from 1998 and doesn’t give any definitive answers but should show why I feel the way I do and where I got my opinion.
My original email asked basically about the differences between the parts numbers of a B18A block and a B18/(C) block:
Copy and Pasted from here on out:
From: Timothy Lyons[mailto:TLyons@XXXXXspc.com]
Sent: Tuesday, April 29, 1998 2:02 PM
To: Haradon, Jason; email@example.com
Subject: Mis-matched Honda “B” series engines
It’s impressive to think that in an age where the hot-rod is only reserved for those who respect American muscle that this much innovation is going on in the streets for the simple pursuit of more power.
In regards to your question, if you and your friends are finding uncommon failures when assembling these block and head combinations as you explained I can only assume that the matrix of the torque focused block not being designed to handle the intense vibrations of the higher spinning valve train could lead to some long term issues, but not any short term that I can see.
My assumptions are based on the original (Honda) specs which I have access to for POEM suppliers (Private Original Equipment Manufacturers) I had to find out what that stood for; .J., and the B18A03XA has composition which we are using more for heat dissipation and not for vibration and or performance engines. Hence, a motor designed for load and torque and less for horsepower or performance.
So, although and your friends are correct in assuming that the pieces do appear to be identical in their form, they are two entirely different material make ups which could lead to some problems in the future.
The composition of Honda’s performance parts versus their economy and duty based pieces are different. Although some pieces may look very similar in design, the material make-up, in this instance the composite make-up of the block, could be significantly different and something you and your friends should be aware of. I wouldn’t worry about the differing make-ups between blocks and heads, (that was a question I asked .J.), but more the long term affects of vibrations.
Rest assured that the specs which Honda holds its suppliers to are far more stringent and specific than any other manufacturer I’ve worked with. I’m lucky to work with such great product. Attached is an RFI (Request for Information) from Keihn about the block production of the US market B18A03XA which has been translated; I can’t find the RFI for the life of me .J.
Attached RFI#641, (To: Keihn(POEM) from Production) for your record -
Warning: This electronic mail message is furnished without guarantee of compatibility with recipient’s hardware or software and may contain undetected viruses or other harmful material. It is recommended that this message and any attachments be checked prior to use.
End Copy and Paste
So, to answer the questions at hand, yes, of course we can break down the mathematical logical issues of an LS-V motor but that has never been my concern. That wasn’t the point of my post. My point was that early on we were having issues with motors that seemed to only be popping up when building LS-Vs; i.e. spun bearings, ring starvation and thrown rods etc.
For me this isn’t/wasn’t proof of anything other then that the block materials of an LS and a B18C are different, despite how they look; one of which should handle vibrations and performance stress better then the other. And yes, before any of you smart asses answer with block guard girdle comments remember that this was a while before we learned about what Honda was doing with the bottom end of a C5 block.