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that's nuts, hope it turns out !

 
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Yep it is. it is called a "Superblock" it is made by South Florida Performance.

 
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^^impressive

 
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damnnn. that ish is serious cant wait to see the number and pics. good luck with evryone.. great job thats gunna be a beast with all those mods....

 
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nice, ERL Performance in indiana where my shop gets all it sleeving done, does that too, they also take b18 and make it a b20, and h22 and make it like a h24

 
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Actually SFP gets the motor from ERL.... I remember seeing the block when it first got there the address it came from was ERL

 
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actually, the cost to duplicate would be over $10,000 in parts alone and the custom stuff I can't even begin to imagine the cost.

It'll idle, just not at 800 rpm I dont even have an IAC on it, why bother when the throttle has that screw?

The 13.3:1 is the best I could get, I really wanted 14:1 but it was simply not possible. The dome on those pistons is almost unreal. I'm not going to run a big nitrous shot, only 100 hp to start and I'll have total control of the fuel/spark with the AEM EMS so i'm not that scared. I'm just going to be conservative with the nitrous. Oh yeah, and only 112+ race gas. It will never run on anything else.

All of the airflow work is simply fantastic. R&D Dyno in Gardena did a "no holds barred" CNC port/polish, combustion chamber & valve job, Edelbrock then did a custom Victor Jr Intake just for this specific head. Then we got DC Sports to do a 1-off trick stepped header designed specifically for this combination. I estimated 200-220 mainly due to engine size. Remember, it's only 1,479cc!!! A healthy B16 only makes about 150 to the wheels, I'm dropping displacement by 8% but still looking to make 40% more power. I will be happy with 200+ at the wheels. We'll see when it hits the dyno.

Also, 210 to the wheels is about 250 or so at the flywheel, and that would be almost 170 hp / liter which is a hell of alot!

That would be a 300 hp 2.0L "all motor" which has been done, but it's not easy. Not at all easy.

 
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I see that you went ahead and had the block o-ringed. With a 3 main girdle kit for the block, does that use a partial closed deck design with sprockets around the outside of the sleeves or have you retained a fully opened deck?

 
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Why didnt you go H22 if you knew it wasnt going to be street legal, and you wanted big power?
My buddy Victor just finished building his H22for his 01 Prelude. Bottom to top, I mean everything. With a custom turbo. He even went as far as custom dual fins inside the turbo for better spool, and a stronger turbo. He even paid to have everything made legal. That means he is driving it on the street. He dynoed the motor at over 700whp. Thats not even max boost.
Heres a pic.


I dont mean to steal your post or anything, I think its cool what youve done. Just curious why you didnt go with more displacement.

 
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One reason....b16 head.

 
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The girdle is for the mains. Here is a picture without the pan/windage tray installed:



The sleeves retain the open deck design. Heres a picture:

 
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Not only is this not street legal, but it's being designed and built for a very specific class (actually classes) at Bonneville in mind.

H/GC - 1.5L Gas Coupe, basically a stock bodied car w/1500 cc displacement running "all motor" on gasoline.

H/GALT - 1.5L Gas Altered, basically a stock bodied car w/1500 cc displacement running "all motor" on gasoline with minor aero mods, i.e. spoilers and air dams.

H/FALT - 1.5L Fuel Altered, basically a stock bodied car w/1500 cc displacement running "all motor" on any fuel and/or nitrous with minor aero mods, i.e. spoilers and air dams.

And then the same classes but blown: H/BGC, H/BGALT & H/BFALT. With H/BFALT being the top class as far as expected speeds go.

The engine classes are:
F = 2.01L to 3.0L
G = 1.51L to 2.0L
H = 1.01L to 1.50L
I = 750cc to 1.0L

Realistically, you wouldn't run F without a 3.0L engine so the H series is out. I is out for obvious reasons.

So it came down to the 1.5L or 2.0L classes. The Progress Group already runs a 2000 Civic in G/BGALT and G/BFALT and they are friends of mine so I didnt want to run against them. There are literally only a handfull of imports out there and hundereds of classes so it's stupid for us to bunch up and beat each other over the head. We want to get the best coverage and get these record where they belong, both in speed and in spirit. Currently most of the 1.5L records were set in the 80's by Karman Ghia's running in the 130 mph range.

So I picked 1.5L and set a goal. And that was to set the official H/BFALT record above 200 MPH in a Civic. Thats a reasonable, although optimistic goal for a 2.0L engine, but it's just plain nuts in a 1.5L engine so I figured why the hell not? I got money & time and hey, life's hard right?

So once 1.5L was decided on, it just became a decision of what engine to base it on and that really was an easy decision. I'm doing this year as an unblown car just to sort the bugs out and figure out what the hell i'm doing. I'll probably run in the 160-175 mph range on nitrous. Thats fast enough to get a feel for how the 7th Gen is going to respond to the aero loading and how I need to trim it out. I dont want this thing going airborne! Later this year I tear down and put on the turbo and switch to alky and then see what she can really do.

For more info on Boneville & El Mirage racing check out http://www.scta-bni.org Thats the site for the Southern California Timing Association & the Bonneville Nationals, the sanctioning body I run with.

 
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Ok, gotcha on the mains girdle. Wasn't sure what you meant.

As far as the sleeves, they look like they're partially closed deck to me. They're supposed to have the benefits of a reinforced deck but still keep a partially open deck to have the same benefits of cooling that an open deck design would. Looking good.

 
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It's difficult to see from the photo, but the support webbing on the sleeves is about 1/2" below the deck surface.

 
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Right, I've seen those sleeves before. The sprockets actually touch the outer walls of the water jackets, right?

I would say that I would personally have gone with Benson sleeves. They retain a completely open deck and they're made by Darton to Benson's specs for the block he uses them in. He hot tanks the block for sleeve expansion after the bore and freezes the sleeves themselves, then drops them in. It's a really neat process. You can see more about them on honda tech.

 
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Yes, there is a slight press/interference fit with the water jacket.

It seems there are as many different sleeves for the B series now as there are adjustable cam gears (alot).

I'm very comfortable with the Golden Eagle Sleeves quality and thats very important to me. Plus, they just set the record (a real, honest to goodness NOPI Record) for the fastest FWD with Lisa Kubo (7.72 @ 191mph) so I know they dont suck

Check it out ==> http://goldeneaglemfg.com/

 
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Not meaning to jack this thread but is there any word on when the B16 mounts from hasport are coming out for our cars????

 
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It appears the aerodynamics of our cars will be put to the ultimate test here. May the 7thgen force be with you in this noble quest.

 
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isnt it illegal to drop a older motor into a newer vehicle????

 
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^^^^^Yes it is, but his is for race only so it really doesn't matter.

 
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coo coo...its a nice setup...very clean...i wish i had the money

 
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I don't think that they suck but with sprocketed sleeves, you get a similar effect as you would with a block guard. The cooling isn't as efficient as it is with a fully opened deck but on the same hand you don't ever have to worry about your sleeves floating under high hp aplications. All I'm saying is that those sleeves wouldn't be my first choice but I'm sure they get the job done just the same.

 
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funny you should ask......





Thats a B16 & trans fully mounted in the car...

Actually, a little explination is in order.

HASport has been working on the B16 kit for a while. I sent them the subframe for my 2001 M/T so they could install it on thier 01 Auto testbed car and fab up the prototype kit.

They finished the initial prototype mounts and are now probably somewhere in the final design stage (check with them as I don't know nor do I claim to speak on thier behalf). They sent me back my subframe and a box full of the original working prototype mount blocks they fabricated. They have all the holes in the right places and with the correct dimensions in the critical places but they are not the "real" mounts by any definition. But, they are good enough to hang the motor in the car and start working on the thousand other things that rely on the engine being in the car and thats what I needed to do.

The best news by far was that I was able to fab up a set of shift rods that required no cutting or modification on the subframe. I figured this was going to be impossible and was mentally preparing myself to cut a section out of the subframe but didnt have to. That was a very, very big hurdle.

Things are moving so fast now I might actually take the mock-up motor out of the car and install the real motor one of these nights this week (schedule permitting). When the production mounts come I'll just swap them out one at a time.

Now I gotta figure out the driveshafts.

 
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Yes. I'm very curious how it will take the speed. I have performed some preliminary aero tests but nothing at any great speed so the jury is still out.

 
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Good work

This is very interesting.

 
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whats the purpouse of de-stroking an engine??

 
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To fit into a specific racing class, like he said above....

Wait, maybe that was a joke... Eh

 
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cant wait for the numbers, sick though man just sick

 
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back from the dead......

 
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newbs are great just great.