The Lounge - GSR actual WHP

I know that the hp for it is like 195 or whatever, but how much really makes it to the ground realisticly?

wrong...it makes about 170-175 at the crank...between 140 and 150 at the wheels.

oh my badd. Is that the JDM version? A guy i know said that this "
all im saying is the fastest honda to date has a b series...theyve had k motors for like 5 6 years now, still cant peak wat a B can push out." Is this true? or is he just a moron?[/align]

He is a moron.


You have to ask yourself what your goals are. While the K is not fully developed yet, for a street motor it already surpasses 99% of the B-series stuff running around out there.
I see a lot of guys with borderline "streetable" B-series engines running 2.0-2.1 liters with sleeved blocks, 13:1 compression, big cams, etc. They usually end up putting down somewhere between 240 and 260 whp on my dyno. Very respectable numbers. In comparison, take a standard K20A2 out of an RSX. Bolt on a Comptech Race header, CAI and exhaust of your choice. Add a set of JDM ITR cams, some good valve springs, an over bored TB and a Hondata reflash. You're now looking at 235-245 whp consistently without touching the bottom end or head. You've got a more reliable motor (near OEM reliability), a broader torque curve (I-VTEC) and frankly, with a catalytic, you can still pass emissions, even a visual in Cali. And we've already seen what a little more compression (12:1) and bigger cams can do - 265 whp on 91 octane.
I guess the point is, the K-series today (in its early stages of tune) is already the equal of a fully developed B-series street motor. And you can get that equality with virtually no mechanical skill/knowledge. Just bolt on and go. As development proceeds (heads, cams, etc.) that power will come up substantially and eclipse the B-series.
So, where do you want to be? Near the end of a great engine's development cycle (b-series) or at the beginning of a new era with an engine that already equals its illustrious predecessor?
C_A_T





http://www.hybrid-racing.com/articles.html

thanks for that marty.

and to answer your previous question, the american b18c1 is supposed to be 170hp i think, and the jdm gsr engine is 178 (the advertised number) i'm pretty sure.

I decided to come back at him with some solid facts, about how a stock K series can hold more power, and he deleted my post (these were on facebook) haha.

ya its true about the k series motors, but i think that there too complicated so id rather stick with the b series, but dont get me wrong, k series can be nasty!!

by the way i love my gsr:):)

The K series motors are the best for power, but they are still kinda new, so there isnt too many around for the price of a B. Give it a few years and youll see more ppl using K series, as soon as they become cheaper. As for the GSR.......Sacicions has an EG with a JDM GSR. The JDM GSR has about 180 to the crank, and HE has a video dynoing @ 160 whp with a crappo ebay intake.

231 whp 171 lbs tq..:)... gsr.. with jrsc:)

^^ pretty decent numbers...I'd drive it.

There is very little, if any, difference between the power you will put down with a JDM vs USDM engine...because most of the extra power on JDM cars comes from the fact that they have lighter emissions laws and they can have freer exhausts and slightly more open valves and such. The difference when you put it in a USDM car is very small.

and for the argument of the B being simpler to work on...true that, but early engines only had one wire coming to them...the one to the ignition coil. Is that a good thing? Simplycity-wise may be, but you know, having those extras is only a headache once - when you do the wiring. Once that's done you'll be happy that you have them.