In addition to the improved strength and rigidity, the Dart block features extra-large water jackets to increase coolant circulation around the cylinders. Localized hot spots can cause detonation. Effective coolant circulation is critical to maximize performance, whether you have a road race, drag race or even just a street motor. The Dart engineers were sharp enough to know a good thing when they saw it and retained the production piston oil squirters. This spray system incorporates small squirters located at the bottom of the cylinder bores. The squirters help reduce crown temperatures by supplying cooling oil to the bottom side of the pistons. All of the B-series VTEC motors feature this pressure-fed piston cooling system. The system was not incorporated into the B18A/B non-VTEC motors; thus LS/VTEC hybrids do not benefit from this detonation-reducing feature. To make life easy, Dart also went to great lengths to ensure that all of the factory B-series Honda components, such as oil pumps, water pumps and belt tensioners, bolted directly to its block.

In addition to the many desirable features, the Dart Honda blocks are also available in two different deck heights. The most common B-series motor used by performance enthusiasts is the short-deck B16A. The Dart blocks are available in the taller 211.5mm deck height common to the B18A/B/C motors. This taller deck height allows not only larger displacement combinations, but also provides the necessary height to run longer connecting rods and improve the rod-to-stroke ratio. It is possible to install a B18A/B/C crank in a shorter B16A block, but the attending rod ratio would be less than ideal. The Dart block allows use of cranks up to 89mm, without fear of a less-than-ideal rod ratio.

The standard B18A/B/C 211.5mm deck height is available in two different rough bore sizes. Stock B-series motors feature 81mm bores. The Dart blocks are available with either 81.5mm or 84mm bores. The combination of an 84mm bore and an 89mm crank (from a B18A/B non-VTEC motor) results in just under 2.0 liters. Additional displacements are also available by juggling the various 77mm, 87.2mm and 89mm cranks available in the B-series motors with the two standard bore sizes.

For those looking to build an even larger combination, Dart offers a block with a taller 226mm deck height. The additional deck height can be used with an 89mm crank to further improve the rod-to-stroke ratio, or you can step up to a 95mm aftermarket stroker crank. Like the standard 211.5mm-deck-height blocks, the 226mm Dart blocks are available in two different bore sizes, 81.5mm and 84mm. The combination of a 95mm crank and the 81.5mm bore results in a displacement of 1,964 cc, while combining the 95mm stroker with a larger 84mm bore results in an impressive 2,134cc B-series motor. Imagine what the torque of a 2.1-liter B-series would feel like with the right cams and intake manifold. Now think about this same combination, but with slightly less compression and a big, nasty turbo thrown into the induction mix.

Of course, the taller deck block can also be used with any of the production B-series cranks, provided the cranks are used with a custom rod length. All in all, the Dart block has plenty to offer the most serious of B-series builders. With the combination of added strength and rigidity, improved cylinder sealing and engine block cooling, and the potential for various displacements and tremendous power, it looks to us like Dart has hit the bull’s eye once again with its new block. Now couple this with the new Dart head we introduced to you last issue (ÒB-Series Bulls Eye, HCI March 04, p. 71) and you can plainly see that Dart has positioned itself as a very solid platform for some mighty impressive Dart-Honda power.