I dont understand why the f22b1 gets such a bad wrap on this site.
Bench flow tests show they are similar in flow, until you start porting and polishing heads. The stock A series head flows around 280 cfm and the b1 is in the ballpark of 235-245 depending on who's doing the testing(read several bench flow results, can be found via google)
http://www.accordinglydone.com/forum...ad.php?t=14075
Heres one on the b2 head, which has similar ports, smaller intake valve and no variable cam.
The port design is superior on the f22a for porting options, no doubt about it. But the B1 has a variable cam profile, which to me puts more on the table in terms of debate. I dont understand why anyone thinks its a waste either. The cam profile when engaged in vtec is one that wouldn't be a nice ride for a daily. SOHC non vtec with same profile as the vtec would be a rougher ride. Plus, the smaller ports equate to faster response down low. Granted that also limits the higher RPM's, but what are you using the car for yanno?
I think the variable cam profile that comes with the vtec makes for cam upgrades from bisi very attractive. The two stage vtec engagement, even though its only a SOHC, creates a situation for a very modifiable cam that could be designed specifcally for what your doing. I think the tune/cam could move vtec around to be more performance related, and actually I plan on building a turbo b1 next. Im intrigued by Bisi's cam design ability.
I realize the a-series head is better for overall performance/racing, but the b1 has a nice design as well.
The smaller ports equate to 35-45 cfm difference in head flow(per flow bench results, oem vs oem) but generate more torque and throttle response. At first glance the ports seem way bigger, but the b1 ports are taller. The a series does flow better, no two questions about that. But, that doesnt mean the b1 head is shit either. Not in my opinion. Theres quite a few turbo b1's making nice power, and the vtec makes a ton of difference on the dyno when modified engagement and cam profiles are taken in to account.
The variable cam, even though its intake only, is HUGE in terms of boost applications. Just like mitsu went to smaller ports on the 1995-1999 dsm's, the idea here is smaller ports produce more pressure faster. More pressure=more throttle response. How do you suppose the 2g dsm produces more power on a smaller turbo, with smaller ports then the 1g?
Pressure
remember though, pressure = torque and flow = HP.
Torque = work, HP = over time
"work done over time" is the saying.
So, if your building a DD car, all out giant ports isnt really what it takes to make a zippy car at 2000-4000 rpm's. Adversly, if you plan to rev to 9,000 RPM's your going to need bigger ports to allow.
For an all out racecar sure, the bigger the better for the most part. Daily driven cars though- well thats another story all together.
its just like the arguement of gutting dual runners vs the gained torque on the low end. Its an opinion based arguement, based on what you plan to do with the car.
And please, quite calling anything G22. Honda never made a "G series" anything..
Bench flow tests show they are similar in flow, until you start porting and polishing heads. The stock A series head flows around 280 cfm and the b1 is in the ballpark of 235-245 depending on who's doing the testing(read several bench flow results, can be found via google)
http://www.accordinglydone.com/forum...ad.php?t=14075
Heres one on the b2 head, which has similar ports, smaller intake valve and no variable cam.
The port design is superior on the f22a for porting options, no doubt about it. But the B1 has a variable cam profile, which to me puts more on the table in terms of debate. I dont understand why anyone thinks its a waste either. The cam profile when engaged in vtec is one that wouldn't be a nice ride for a daily. SOHC non vtec with same profile as the vtec would be a rougher ride. Plus, the smaller ports equate to faster response down low. Granted that also limits the higher RPM's, but what are you using the car for yanno?
I think the variable cam profile that comes with the vtec makes for cam upgrades from bisi very attractive. The two stage vtec engagement, even though its only a SOHC, creates a situation for a very modifiable cam that could be designed specifcally for what your doing. I think the tune/cam could move vtec around to be more performance related, and actually I plan on building a turbo b1 next. Im intrigued by Bisi's cam design ability.
I realize the a-series head is better for overall performance/racing, but the b1 has a nice design as well.
The smaller ports equate to 35-45 cfm difference in head flow(per flow bench results, oem vs oem) but generate more torque and throttle response. At first glance the ports seem way bigger, but the b1 ports are taller. The a series does flow better, no two questions about that. But, that doesnt mean the b1 head is shit either. Not in my opinion. Theres quite a few turbo b1's making nice power, and the vtec makes a ton of difference on the dyno when modified engagement and cam profiles are taken in to account.
The variable cam, even though its intake only, is HUGE in terms of boost applications. Just like mitsu went to smaller ports on the 1995-1999 dsm's, the idea here is smaller ports produce more pressure faster. More pressure=more throttle response. How do you suppose the 2g dsm produces more power on a smaller turbo, with smaller ports then the 1g?
Pressure
remember though, pressure = torque and flow = HP.
Torque = work, HP = over time
"work done over time" is the saying.
So, if your building a DD car, all out giant ports isnt really what it takes to make a zippy car at 2000-4000 rpm's. Adversly, if you plan to rev to 9,000 RPM's your going to need bigger ports to allow.
For an all out racecar sure, the bigger the better for the most part. Daily driven cars though- well thats another story all together.
its just like the arguement of gutting dual runners vs the gained torque on the low end. Its an opinion based arguement, based on what you plan to do with the car.
And please, quite calling anything G22. Honda never made a "G series" anything..
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