hey guys if i was going down the path of putting a vtec into the front of my clubman wat sort would i need and out of what car would i need to get it from

the term "VTEC" refers to Honda's variable valve timing technology. The technology is available in many honda motors, from 1600cc single cam 4's, to 3600cc quad cam V6's.

The 'usual' Honda VTEC engine people put in minis, like the Clubman in Melbourne, and the roundie in Brisbane is a B16A. It's found in various Civics, and Japanese delivered Integras (Aus delivered cars had B18C)

So ring a Honda wrecker and say "I want a B16A"

oh god

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Bluey-1973 Clubby - 1330, high lift, big cam, 7 port madness in progress..

Gumby-1978 Minivan, British Racing Green - 1310, high lift, mild cam, enlarged porting and chamber shape with big valve head, supercharged build in ever slow progress!

do everyone a favour and leave the a-series in it!

JUST CURIOUSE THATS ALL

um , his car buddy. put what you want in it. but it'll be a lot of hard work. find some one whos done it and see if u can pick their brains appart.

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PrOuDlY aSkInG qUeStIoNs FoR uR aMuEsMeNt

Just follow Simons advice and ask for B16A...

If you want a better engine that is heaps cheaper, that produces the same HP and is more tunable, ask for a 4G92 MIVEC - Heaps better IMHO....

Seriously, if the guy is just seeking advice, he doesnt deserve to get flamed. My $0.02

Cheers,
Tricky

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"Not Speeding Officer..........Qualifying"

Before you start off with the engine conversion, get the car 100% roadworthy and all bodywork, suspensions, brakes done and dusted. Drive that around and think 'oh boy this would be great with more power'. Then get the engine built up ready to go in and put it in. That way you dont get bogged down with seemingly endless work for little reward.

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Simplify and add lightness

this is for another car i have my car the green one i drive everyday there is nothing wrong with it now its all top condition good brakes ect but still deciding what to do with it

It sounds like he has a plan...

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"Not Speeding Officer..........Qualifying"

Nothing wrong with planning ahead.

They're a big motor but would not be to hard to make it fit.

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A recent study found the average Aussie walks about 900 miles a year
Another study found Aussies drink, on average, 22 gallons of alcohol a year
That means, on average, Australians get about 41 miles per gallon

Kind of makes you proud to be an AUSSIE

A dry sump would make it a whole lot nicer. So long as you can fit the extra oil pumps in.
But your gearbox goes as low down on the other side, so overall gains would only be structural for your subframe.

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Simplify and add lightness

A few years back now when i had my clubby. i priced this conversion up. I was just going to get a conversion kit shipped over from the uk from Watsons ( http://www.watsonsrally.co.uk/ ) as all the work was done. pretty much unbolt all your old stuff and bolt in the new subframe and swap the driveshafts etc and its good to go.
I think i worked out after i got t good B16a plus the conversion kit, then new fuel system plus microtec and all the other good stuff it was going to be 10-15k
Even though they're a big engine , i prefer them over a starlet tubo engine, as i like the N/A means no jamming intercoolers and all that rubbish in there
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Tim
Dusk Blue
1964 850

And if you have a look at that photo, you can plainly see why people like them so much. The block casting extends way down past the crank centreline to make the whole bottom end extremely solid - which means no crank flexing. Massive exhaust ports give good flow without porting. Long intake runners (slightly longer than the stock B16A) give good top-end performance, but not too long that bottem end torque suffers. The oil filter is at the front, offset which is far better position that the rear mounted oil filter of the B16A which is a pr!ck to get to in a mini - the 4G92 is a lot more accessible. And finally, I think the cooling inlet and outlet are easier to plumb than the B16A, as they are in different locations - just IMHO. And lastly, the dipstck is not located between the hot exhaust headers like the B16A, silly idea that!

And two other reasons why I like the 4G92 over the B16A, you can independently programme the exhaust and intake cam profile change rpm on the MIVEC. That means you can have the intake cam 'changeover' at 4500rpm and the exhaust cam profile 'changeover' at 5000rpm to increase low end torque. You cant do them independently on the VTEC. And lastly, price - probably $500-1000 cheaper for the MIVEC.

Dont get me wrong, the B16A is a great engine, but the 4G92 is a better engne in my opinion for less cost, they are just overshadowed by the VTEC hype.

My $0.02

Cheers,
Tricky

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"Not Speeding Officer..........Qualifying"