Damn my extra is covered in about a ton of oil and every kind of crap possible.
Damn my extra is covered in about a ton of oil and every kind of crap possible.
I'm your local R&D nut. Fabracting, welding, tuning and breaking my stuff so you don't have to.
oil is good, it keeps things from rusting. That block is sprayed down with W40 to keep the bores from getting rusty when its sitting. Remember, WD-40 was developed as a corrosion inhibitor for the aerospace industry, not primarily as a lubricant. For a penetrating lubricant PBlaster kicks royal ass. I also got my spec stage v clutch in today, its a 3 puck solid hub race clutch, they claim will hold 414 lb ft. The pucks are iron friction matieral im sure its gonna eat the hell out of my flywheel but as you can see it has a replaceable friction surface too so...
You should get the top of the block honed. Clean it up real good too. What tranny are you using? Accord or Teg one?
accord... for now... I have a spare LXI tranny so idk yet
shit I have 3 extra and I need to get rid of the damn things.Originally Posted by AccordEpicenter
I'm your local R&D nut. Fabracting, welding, tuning and breaking my stuff so you don't have to.
im still trying to figure out engine managemant... its either gonna be a sean setup or stand alone... like a Haltech E6X or something
That clutch is going to be harsh on engaugement but will hold the power. Im staying away from that kind of clutch cause i dont want to kill my B20A transmission. If you ever come to CT and want a extra block i have one but its been sitting for a few years.
harsh engagement is right... im thinkin its gonna engage with alot of chatter and be generally unfriendly, but the next step down was a 6 or 4 puck unsprung but the max torque was only 260lb-ft, a far cry from the 414 this clutch is claimed to hold but we will see. If i can get the hang of driving it i should be ok, but then theres longevity.. who knows
btw rob what are u using for managemant? Ive seen your setup on HMT... looks alot like what i had planned
At the moment im planning on just getting the AEM EMS right off the start. Before i wanted to get the car going with a SAFC but why waste more money when i can get the EMS for a fairly good price considering how much a true stand alone costs. Plus i can easily convert back to stock if need be. Im looking at a ACT clutch and i think it is rated at 310 and it retains the springs so it wont be that harsh engauging. I think your going to kill a lot of transmissions i know Justin went through a few when he had his going. That is my main reason why im staying away from them plus im getting a LSD to help out with traction.
Another thing I have heard is that a lightened flywheel wheel will reduce the stress on your tranny. This seems logical since the inertia of a heavy flywheel can transfer a huge amount of momentary force into the tranny. This is the main reason I'll be looking for one on my B20A buildup.
rotational inertia does not have anything to do with the stress on the tranny. Besides, the lightened flywheel reduces rotational moment of inertia thereby reducing the force or torque you could say needed to spin the flywheel.
Changing the flywheel to a lightened one is to make the engine rev up smoothly and quickly. Easy to visualize when u compare the force needed to rotate a 35lbs flywheel compared to a 10lb one.
well yea the lightened flywheel is less stress on engine/tranny but makes it harder to drive. Rob, how much are AEM computers and can you get one for our cars? From what i know youd have to adapt one to get it to work, but that might not be that bad. The Haltech ones like the E6X (similar to E6k) are about $1250... I was thinking about running an AFC also but also want to get the car up as soon as possible with good managemant for high boost.
smurf the heavier flywheel exerts more torque on the transmission due to the shock of the clutch engaging, and all that weight with such a violent clutch can spell disaster, so its a little insurance.
Greg they do make a flywheel for the B20A5 the 88-89 from Fidanza. And pretty much it is cleared up that the 88-89 is the proper one for the B20A as the 90-91 B20A5 has a larger diameter so thats why Mike Lee had clearence problems.
And for the EMS i think they run around $1300 or so havnt looked into it much cause i know that is the base price that i have seen. I would be running a OBD-1 ECU with a OBD-0 to OBD-1 conversion harness. It has been done a lot from guys with CRX'S and Civics so it wont be a big deal for me. One good thing i found out is the B20A distributor has 24 teeth the same as OBD-1 cars as of the typical 16 tooth ones in OBD-0 applications. So that is one less thing i have to mess with. Also there is a place that will make a conversion harness for custom applications cause im sure some of the wiring will differ from the Civic/CRX. I figure the same thing why mess with the AFC when i could put that money into the EMS and just have it tuned on the dyno and be done with it as of wasting dyno time with the AFC. So that is my plan i still have a bit more to buy but the turbo setup is near complete. Sounds like you have your hands full as well i cant wait to get together in the summer cause the North East seems to have a lot of good stuff going on as far as swaps and what not.
oh yea i agree. Im looking getting the car up and done as soon as possible... Its not quite a problem with the funds its more a problem of getting it so everything will work together without a problem, the computer is gonna take a bunch of time to install and tune... Manifolds are around but im making a custom one (equal length), and custom charge/exaust pipes are gonna have to be job too. I saw your post on HMT about stealth's oil kit (fits A20) so im gonna run one too. Im getting a 1g dsm bov for now too.
also rob if you had a problem with the dizzy couldnt you just bolt in another b series dizzy?
You're thinking about acceleration, but it's the shifting that causes the problem.
When you drop the clutch or powershift, all the potential energy that is stored in that flywheel (and crank and rods and pistons, etc...) is quickly and violently transfered into the drivetrain. The heavier the flywheel, the more potential energy you have and the more stress being transfered into the drivetrain.
Yeah his kit will work no broblem i put it all on mine the feed line was a little tight but i worked it out so i got a little slack out of it. The drain will work fine as well my turbo is slanting down more so im trying to make if flow as direct as possible but the braided line is tough. I ordered an extra turbo drain flange and im going to weld that to my oil pan so i dont have to worry about any leaks.
As far as the dizzy goes a lot of the guys just use a 16 tooth one and there is a program in the AEM forum to download so the EMS will operate it. But i believe its all set up for the 24 tooth one which the JDM B20A is surprisingly. I didnt notice that till the other day cause another member was going to buy it from me but i want to keep things as simple as possible and i know this one fits no problem.
But you also know that its hard to spin up an iron flywheel (Heavier one) compared to the Aluminum one. So i dont see the physics behind the heavier flywheel putting a lot more strain on the transmission compared to the lighter one.
MY understanding is that if the flywheel is lighter its much easier to rotate it. So when u dump the clutch from any higher rpms, say 3K, ur gonna be spinnging the flywheel much faster than the Heavier flywheel. So this means that u transfer the engine rotation much faster to the tranny via a aluminum flywheel rather than an Iron one.
This is my understanding. :cool2:
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