Originally posted by scghst1
I currently have a 1994 Acura Integra that is the B18 1.8L non V-tec engine. The most modification i have done is remove the power steering and A/C
belts as it frees up horses on the crank. I had a modest 8-10 HP boost from doing so, not much, and probably not worth getting rid of the power
steering, but i have gotten used to it . Aside from that, my other mod i did was put in a cold air intake and put a K&N filter on it. Oh my god was
the difference astounding! All my other friends who have Honda Civics, Del Sols or even some CRX's CANNOT keep up with me whatsoever since i put the
cold air on there coupled with the K&N. Some of my friends even have V-tec in their cars and i still dust them once i start to top out 3rd gear (100~
MPH) and i still have all of 4th to just pull away from them. I would suggest a good Cold Air and catback muffler on your WRX. Maybe get a bigger
turbo for it too.
It's called Torque
Engines are simply air pumps. They simply combine air and gasoline to make power. The more air the more power they create.
This is why turbo charging, which concentrates the air provided to the engine creates considerably more power.
Any and all engines will respond to better air flow and hence the advantages seen by cold air intakes.
I have always made my own, simply by minimizing the myriad of plumbing cars are outfitted with the OEM intakes on cars today which are designed for
quietness and not necessarily for air flow.
The first thing that I do with all of my cars is to remove the resonator. This is just a big box, similar to a muffler used to deaden the sound of the
intake valve clatter of the engine.
This alone straightens out the air flow providing much more air to the intake side of the engine AND is the primary benefit used by the Cold Air
intake systems which charge $100's of dollars for what are essentially merely shortened albeit smoother bending tubes.
The Non VTEC engines, B18B1 had 130lb/ft of torque, slightly more than that of the VTEC engines.
Especially thosed used in the CIVIC VTEC engines such as the B-16's which were only about 111lb/ft of torque.
And due to the B18B1's lower redline, the torque came on sooner. This is where the advantage comes in when racing off the line.
The B18B1's peak torque was reached at 5200 RPM vs the higher revving VTEC B18C1 peak torque which was slightly less coming in at 6200 RPM.
So that would explain why with your cold air intake which is going to provide more torque as well, as why you are tooling on the smaller 1.6L B-16
VTEC guys in their CIVICs.
I owned the original 92 EG Civic with a D16VTEC motor and used to tool on the non VTEC CRX's.
Later I had considered the B18B1 engine as a swap over that of the GSR's engine for this very reason. Also they were more widely available and less
$$$ than the B18C1 engines.
People are continuously disillusioned by HorsePower numbers....a crafty ploy used by Marketeers to sell cars.
Torque as defined in Physics is defined as rotational energy...= Omega x R is the radius.
Horsepower is actually derived from Torque.
Torque, a measure of energy, is actually what is measured at the output of the engine crankshaft and turns the wheels of your car and moving your car
On the street, off the line, Torque is what matters. ON a race track where you're at WOT and at redline, HP does play a more significant role for top
Here's the engine data on the two engines....I used to ponder over this until I solved the dilemma of more power by purchasing the TSX which has a
larger 2.4L VTEC engine solving the low end torque problem of my D16 VTEC Civic.
Glad to hear you're driving a Honda....They are FUN Cars !
From a former BMW, Porsche and VW GTI owner...and currently a TSX owner/driver.
1994-2001 Acura Integra "RS/LS/GS/SE" (DC4/DB7)
1992-1996 JDM Honda Domani (MA5)
1993-1994 JDM Honda Inta (DB7)
1996-1999 JDM Honda Orthia (EL1)
Displacement: 1,834 cc (111.9 cu in)
Bore: 81 mm (3.2 in)
Stroke: 89 mm (3.5 in)
Rod Length: 137.01 mm (5.394")
Rod/Stroke Ratio: 1.54
Power: 142 hp (106 kW) @ 6300 rpm & 130 ft·lbf (180 N·m) @ 5200 rpm
Redline: 6800 rpm (7200 rpm on JDM Domani)
Rev Limit: 7200 rpm
JDM version is marked B18B on the block without any number.
JDM version has a compression 9.4:1 where the usdm version is 9.2:1.
JDM version has a higher compression ratio which results in higher hp and tq levels than the usdm version
1994-2001 USDM Integra GS-R (DC2/DB8)
Displacement: 1,797 cc (109.7 cu in)
Bore: 81 mm (3.2 in)
Stroke: 87.2 mm (3.4 in)
Rod Length: 137.9 mm (5.4 in)
Rod/Stroke Ratio: 1.58
Power: 170 hp (127 kW) @ 7600 rpm
Torque: 128 lb·ft (174 N·m) @ 6200 rpm
Redline: 8100 rpm (Fuel cut-off @ 8200 rpm)
VTEC Engagement @ 4400 rpm
VCIS changeover @ 6000 rpm