ok, the B20 and the trany are already here, so no debates on engine choice or tranny choice, B20/S80

when the engine goes in it will have 11:1 and CAI/4-2-1/cheap azz exhaust and a blockgaurd, still only revving to 7 though.

but in the near future I plan on fully building my motor, but I waas thinking of all motor for along tiome, but now am debating whch way to go

these would be the 2 engines my b20 may turn into, but I waqnna hear your coments. what will be better for a daily driver?, what is better for reliability/mileage? how much faster will the turbo route be?

engine 1:

b16 head (compression upped to 11.3:1)
crower econo billet rods
crower dual valve springs/titanium retainers
crower 64302 stage 2 cams
AEM cam gears
P&P head
crower pro flo valves
skunk2 intake manifold
bbk 70 mm throtle body
upgraded fuel pump
AEM adjustable FPR
AEM fuel rail
accel 310cc injectors
MSD SCI ignition
Nology hot wires
bosch platinum 4's
8.5 pound flywheel
stage 3 clutch
UR lightened crank pulley (keeping PS and AC)
AEM pulley kit
AEM V2 CAI
4-2-1 headers
2.5 inch exhaust, no cat, split at axle for dual mufflers
APEXi VAFC along with many diff gauges (A/F, oil temp, oil pressure, was told to get a heat sender and monitor cylinder head temp, etc) to monitor and tune


engine 2:
swap pistons for 9:1
crower rods
rev hard stage 2C turbo kit
boost somewhere around 13 psi (does the turbo in that kit support 13 pounds)
crower turbo cams
accel 440 cc injectors
same fuel flow upgrades
3" exhaust
APEXi VAFC/AVCR and guages to monitor and tune.



with both maybe get something like AEM EMS in the future, but thats about what I can spend.

if you got any different parts in mind, Id like to hear that as well

Thanks,


Matt

well no doubt about you being faster with the 13psi turbo. it's all based on what you want to do. with a turbo that's just amazing power that you could get out of it. but i would go all motor because of the satisfaction you would get

thats kinda what I was thinking, Id be able to beat all the NA imports that ive seen around here, and even alot of the FI guys ive messed with on the freeways.

also, the NA motor I wanna build is only gonna end up running me about 4500 more than what ive spent already, which i dont think is too bad for being able to probably run high 12's or lower with my full interior.

the turbo engine will run like 5500 more

so theres a diff of 1000 bucks.

also, I heard of puytting the B17 crank into the B20 and getting custom length rods for 1.75:1, and I know the b16 has 1.74:1.

I was thinking of buying a B16a sirII long block for 900 bucks and using the head and crank, and sell the rest (for not much prolly), getting the crower rods for the b16 to keep it at 1.75:1

b20 rod length - 137mm stroke - 89mm R/S 1.54
b16 rod length - 134.4mm stroke - ~77.3mm R/S 1.74

the B.E. bore and width are the same on both rods, and the pin dia. is 1 thousandth of an inch different .827 vs. .826 so I think that my b20 11:1 PISTONS SHOULD BOLT RIGHT UP TO THE RODS AND THAT THE CRANK SHOULD GO INTO MY ENGINE,. BUT IT WONT BE NEAR A 2 LITER ANYMORE HUH? (damn caps) will it be a 1.8? or what? cuz that would be nice to have the revs of the B16 with the torque of the bigger displacement b series engines. also at TDC, the piston will be like 9mm lower in the cylinder, so my compression wont be near 11:1 anymore right? if i got the12.5:1 pistons from JE would they get my compression back up in the 10's at least, and for 80 bucks more you can get whatever compression you want, would somewhere around 14 be good, or would it just be a huge ass dome? basically I want the perfect R/S ratio and somewhere around 11:1 cr.

well im gonna stop now cuz my heads starting to hurt trying to figure this out