the d-15 has less rotateing mass than the b-16 the rod and main barings are smaller then the b-16 which in turn results in less baring seed less power used to ture it self.

 

However.. A B16a has almost an "ideal" R/s Ratio with 1.74, can support more hp in stock and modified form. Has way more of a aftermarket support than a d15. a D15 crank will not support 500whp but a B16a crank will. A b16a head will outflow probably 2 d15 heads.

The only advantage a d15 has is cost, in fact I have 3 of them in my garage.. anyone can have them if they want :P

 

next time I'm in town I'll take a few of those off your hands.


one of the huge arguements I've heard in the favor of b-series is the ability of the head to flow air. I got my b16 because it seemed like the cool thing to do at the time.

 

the price of the d15 is just a added plus. if you add to the length of the conecting the r/s will be mush bettr.
and with turbo head flow is not as important. what point i am trying to make is for only 100cc incress the extra rotating mass is not werth it when you are talking forced induction.

 

if any company would make D15 heads, like world products that flow'd awesome that wouldnt be a problem.

 

Since when is head flow not important with turbo? You plan on spooling that thing? BTW, the D15b7 head is the same as the D16A6 head, and they flow decently. There are cams and whatever available for the A6 head to make it flow better so... There is some aftermarket support.

 

Um, have you seen any turbo d's get in the 9's yet nope. There is a reason for it. I love d series but it can only go so far. I think the highest d series dyno I have seen was in the 450 range.

 

Actually, I believe I have.

http://www.hotrod.com/featuredvehicles/22838/index.html
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i did not say flow is not important just not so much when you ard dealing with presser instede of statick air presser.

 

not into the 9s but over 450 whp. not to mention its daily driven and astreet car. i was impressed