First time at the track with my swap, booo
07-08-2005, 09:39 PM
#26
Honda-Tech Member
Join Date: Jan 2005
Location: HAGERSTOWN, MD
Posts: 341
Likes: 0
Received 0 Likes
on
0 Posts
Re: First time at the track with my swap, booo (Littlegreend15)
i dont think thats a bad time u have a shity 60 foot if u could cut a 2.0 that would like shave 4 tens at the big end of the track i had a eg with a jdm b16 an a cable trans act 9 lb flywheel ,act 4 puck an some cheap intake an i ran a 14.4 i think i traped about 95 then we put a 75shot on in an slicks an cut a 1.7 60 foot an went a 12.725 i am sure after u make some more passes at the track u will get the time u are looking for so good luck 
07-09-2005, 07:48 AM
#27
Junior Member
Join Date: Nov 2004
Location: DENVER/PHOENIX, CO, USA
Posts: 784
Likes: 0
Received 0 Likes
on
0 Posts
Re: First time at the track with my swap, booo (FIST321)
i had a 99 usdm b16a2 complete stock except for no muffler and a cheap ebay short ram intake in my 99 civic dx coupe and I ran a 14.79 with cheap kumho street tires. they werent even drag radials. I guess it was a strong b16 i guess
07-09-2005, 10:43 AM
#30
Join Date: Aug 2004
Location: tarpon springs, fl, usa
Posts: 305
Likes: 0
Received 0 Likes
on
0 Posts
Re: (JDM-EJ1)
a lot has to do with the launch.......also get the car dyno tuned. on a stock jdm itr motor i made a lot of mid range power and about 10 more ftlbs of tq total
I got 2.3s with my 92 Si
07-09-2005, 02:00 PM
#33
Junior Member
Join Date: Apr 2005
Location: blacksburg, va, usa
Posts: 548
Likes: 0
Received 0 Likes
on
0 Posts
Re: (Archidictus)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Archidictus »</TD></TR><TR><TD CLASS="quote">
Coming from someone who can barely crack 14's with an I/H/E/manifold B18C in an EG, I'll be sure to take your opinion with a grain of salt
. Unlike many members on this site, I can explain the physics of why the manifold is doing more harm than good on most applications, so you'd be a step ahead if you just took my word for it 
.</TD></TR></TABLE>
Just curious if you have created a topic or not on what you have said here about the stock manifold. i hated the skunk2 when I had it. Wouldnt mind knowing the exact physics of it myself. Casue there is a lot of **** in side the stock b18c manifold and it wasnt put there for nothing. Do you still run the butterfly valves in it and did you take them out? I my self took one apart a couple of years ago just to see how everything worked in there, but really never have run one on my cars and I have two of them just sitting in my garage.
Coming from someone who can barely crack 14's with an I/H/E/manifold B18C in an EG, I'll be sure to take your opinion with a grain of salt
. Unlike many members on this site, I can explain the physics of why the manifold is doing more harm than good on most applications, so you'd be a step ahead if you just took my word for it .</TD></TR></TABLE>Just curious if you have created a topic or not on what you have said here about the stock manifold. i hated the skunk2 when I had it. Wouldnt mind knowing the exact physics of it myself. Casue there is a lot of **** in side the stock b18c manifold and it wasnt put there for nothing. Do you still run the butterfly valves in it and did you take them out? I my self took one apart a couple of years ago just to see how everything worked in there, but really never have run one on my cars and I have two of them just sitting in my garage.
07-09-2005, 10:41 PM
#37
Join Date: Oct 2004
Location: Windsor, Ontario, Canada
Posts: 230
Likes: 0
Received 0 Likes
on
0 Posts
measure the lenghts of the runners on the intake manifolds.. and then do some reasearch on harmonics... or ram tuning...that should help you understand why certain manifolds are better then others
07-10-2005, 12:50 AM
#38
Re: (slammed00si)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by slammed00si »</TD></TR><TR><TD CLASS="quote">what were you looking for from a stock b16? </TD></TR></TABLE>
he swapped a b18c.
he swapped a b18c.
07-10-2005, 01:34 AM
#39
Thread Starter
Join Date: Mar 2005
Posts: 221
Likes: 0
Received 0 Likes
on
0 Posts
Re: (sleeperEK9)
the car will be dyno tuned eventually, hopefully before the end of the track season, i'm getting the stuff together to chip the ecu and i'm going to run uberdata, i'll probably use an itr bin as a baseline, then i need some cam gears. and i forgot who said about the physics behind intake manifolds, but i'm sure theres tutorials online, it has to do with intake resonence, a resonence wave(sound) is created by the moving air hitting the back of the valve as it closes, if the length of the manifold runners are such that, this resonence wave traveling at the speed of sound, is at the beginning of the runner as the valve opens back up, it will compress the air moving down the runner. there is also a lot to be said for how fat the runners and plenum are, for flow vs velocity. the gsr manifold has 2 runner lengths to create this resonence tuning at different rpms to maximize torque in low and mid range. but if you look inside it, its not designed for maximum flow, its rectrictive, and shaped aqwardly, not to say its bad, its just designed for your average street driver in a heavier car
Thread
Thread Starter
Forum
Replies
Last Post
