ZenkaiRacer

I'm finally getting around to drop my new motor in. Just put together the shop crane last night. Now I just need to find the motivation to do it in this heat.

Anyways, the motor is an LS/Vtec with p30 pistons and B16 head. So if I'm correct the compression ratio is going to be around 12:1. Not my ideal choice for a DD, but the block was assembled already and was a good deal.

It's running chrome and I have a base from a modded Type-R teg that I'm starting with that is supposed to be pretty conservative.

I'm just looking for tips to make sure it doesn't knock with the high compression ratio. I don't really care if it's not making stupendous horsepower, I just want this car to be reliable already.

I have a wideband for it, but I need to get a bung welded in for the sensor before I install it.

So what are some tips? Lower timing? Retard distributor timing? Of course I will always fill it with premium. But here in Utah it's only 91 octane. I was thinking about getting a simple meth injection kit for it once I sell off my nitrous kit.

Thanks.

slowDB7

make an appointment to have it tuned correctly asap

ZenkaiRacer

It seems like doing your own tuning on Honda's is considered asinine.

I do all my own tuning on my DSM. So far I've gotten 374whp out of a 20G on 91 pump gas with that. Though it does have a logged wideband.

I would like to give it a go on the Honda as well. I believe tuning it to just drive safely isn't going to be nearly as hard as trying to get the maximum horsepower out of it.

I do have a Hulog hooked up to the Moates Ostrich so it does have logging capabilities as well. I'm just not sure how or if it's capable of logging a wideband.

Anyways, I know tuning an N/A Honda is going to be a good bit different then tuning a turbo DSM. But I'd like to broaden my tuning knowledge to more then just DSM's.

If I find it to be a PITA then I'll just go to a shop.

I was just looking for tips on safe timing and AFR with this compression ratio.

slowDB7

Naa not insane, if you tuned your DSM then you probably won't have many problems tuning your Honda just most people that ask that question have never tuned a car in their life so many people say to get it done professionally

98vtec

Tuning is tuning. Engine is an engine. The only thing different is going to be the interface of the software since I'd imagine you are using dsmlink or ecmlink which is MAF based. Speed density is the same concept but the load/fuel tuning aspect is different. Pay attention to the signs it gives you whether it likes what you are doing or not. Keep an eye on the spark plugs, especially during higher load low rpm and you will be fine.

d112crzy

Keep air fuel ratios at or slightly under 13:1 for wot and decrease timing a few degrees. 12:1 compression really isn't that big of a deal if you're half way competent.

The real issue will be in cruising areas. You'll have to play with timing. Get your a/f where you want it and if ou get any detonation retard as necessary.

blackeg

going from tuning with a maf to map sensor or vice versa can be a bit of a pain. i ran into this helping a friend with his wrx.

big question here, what cams do you have in it?

i have the same motor in my car with type r cams on 93 octane. it had to pull a bunch of timing especially from low rpm like below 3000 and under heavy load . unless you run the knock sensor i think the oem itr map will have too much timing.


now some people like to run lots of timing, but this is where my low cam ignition map is now, based of pulling spark plugs while running at different load conditions. it should be noted that my ignition adjustments are disabled, so the numbers in the table are what the motor sees

air fuel im always conservative with, ive got it at high 12's to about 13:1 wide open, mid 13's accelerating and mid 14's when cruising and light load

turbodcxbro

iTrader: (1)

Keep AFR's at 12.8-13.0 and max timing at 26-28 degrees for safety, there will be lots more left in it once really tuned. I have a 12:1 84mm B18C I just built and tuned myself, never heard any pinging or other issues with these safe settings using CROME. However I have an extremely LEAN spot just off idle to around 1800rpm that I cant get rid of...

2k.civic.si

12:1 isnt even remotely hard to tune on 91.
I am at 13.2:1 on 91 with no issues even in 100degree weather

Rocket

I don't think your at 12:1. More like 11.00. Running the highest octane will you can, 94+, will help more than a compromised tune.

Retarding timing can work, but it also increases exhaust gas temps, putting stress on your exhaust valves.

JuggerNaut-CTR

Stock bore lsv with b16 head, p30 pistons, and 3 layer is around 12.2:1

Rocket

How are you calculating this?

ZenkaiRacer

It has Blox Type C cams.

Yes I am using Dsmlink v3 for my DSM. It is actually converted to speed density.

That would be great if it was closer to 11:1. I just got the calculations from the zealautoworks calculator. It says 12.2:1 static compression ratio and 11.3:1 effective with elevation factored in.

Thanks for the timing tips! The engine does not have a knock sensor.

Rocket

I was looking at the Zealworks calculator. It does seem accurate, so you are probably around 12:1.

Be very careful about driving it hard, if you are not confident of what you are doing.

Uncle Dave

This combo you have is a basic mid comp ratio Honda engine tuning will be very basic and will not be that hard to get right as long as you have good boltons.All Honda tuning platforms will show different timing numbers so you need to research what you will be using before you start tuning.

JeffBro

The blox C has alot of duration. Your not going to detonate in vtec at all. You might not even have enough compression to take advantage of that cam. It probably will ping at lower rpm high load like others said just pull timing it that area. 12:1 is not crazy at all

blackeg

yeah 12:1 static + blox c's is nothing to worry about

ZenkaiRacer

After searching the net for high comp honda maps to look at and comparing them to the base I was going to use, I decided to get a base map from phearable to work off of.

Since I don't know what injectors the map was for, I can't correctly adjust the global. Are the deadtimes according to voltage the only way to adjust deadtimes in Crome? Injector scaling was confusing me a bit when it actively changed the whole fuel map, till I realized its the same thing as the global setting in dsmlink. Dsmlink just applies that setting to the current map so its easier to adjust for different injectors.

Also the timing is quite high in this map I was going to use. Anyways, it should be much easier to work off the phearable map.