Honda Bull

Some may find this interesting.



Stock-block B18C1 - now with a total of ~159,000 miles on most of its components.

Internally, the only aftermarket parts are ARP headstuds and Supertech valve springs and retainers.

This is the same engine setup for every compression test - only in 2009 did I have the head off of the block to clean condensation from the head as it sat for a winter. This engine is daily driven in rain, snow, and dust, sees occasional track abuse, and does not have a filter on the turbocharger - merely a screen.

I first acquired the engine in 2004/5 with 95,000 on it. Compression has always been 215 psi +/- 5 psi from 2005-2007. In 2007, somehow I bent three valves and compression was way down (80 psi) in a cylinder so I re-ringed it and fixed the valves. Compression was again 215 psi across the board.

The turbo setup is an RLD-Fab ramhorn with Garrett T3/T04E 60-trim turbocharger. 3" exhaust, 2.5" aluminum IC piping, Precision 600hp intercooler, and Precision 880cc injectors. In May 2008, it was tuned by John Kerr of J-K-Tuning and Innovative MotorWorks to 375 whp at 16.5 psi on Hess 93 octane. I also run Sheetz 92 octane. It has been in that form ever since - 34,700 miles and track abuse running 11.30's @ 124-127 mph.

Plugs (NGK BKR7Es) look fantastic with no oil on them. Pistons are dry on top with no visible signs of detonation. This is no way me saying air filters are over-rated and you shouldn't run one, so please don't interpret it as such; but I haven't necessarily seen any negative or adverse affects of running without one. Even on the engine bearings or cam journals. Nor the compressor wheel or turbocharger journal bearings or shaft. Take it for what you will. I have a feeling the compression increases are from running Sheetz 92. I think it's a pretty dirty burning fuel given I've almost used it exclusively from mid-2009 and up.

p.s. I have leakdown numbers from the test in 2008 to compare to the test in 2011, but I cannot find them anywhere. LOL

SovXietday

I remember this car being N/A.

I always knew these little bastards could hold boost for a while. Considering my car has been boosted for something like 4 years now and the engine hasn't even had the head off since I put it in the car.

Muckman

iTrader: (2)

The March 24 result on #4 looks wonky. I would have thrown it out unless it was repeatable.
The numbers shouldn't go way down only to go up unless its an inconsistency with how the test is being performed.

Honda Bull

I know they shouldn't, but that's how it has come out. Any of the cylinders that have varied I have tested twice - and they have come out the same so it was repeatable. Same tester which has been dead consistent every time. Always tested after engine had been at full operating temperature and at WOT.

There was no inconsistency with the performing of the tests. Cylinder #4 has the highest leak down percentage of all cylinders.

mar778c

iTrader: (1)

If I had to guess, I would think #3 was re-ringed with fresh valves.

Overall, there is a good amount of scatter. I wonder what do the other valves look like? and are the seats in good shape?

met

If you look at the scaling it makes it look more drastic than it really is. Its def neat to see

Honda Bull

Marcell, I believe Cyl. 3 was the one that had two bent intake valves and another cylinder had a bent exhaust valve or something. I'll try and find out which it was exactly. They were all re-ring though. And the replacement valves were simply used, good OEMs. Just had the machine shop recut the seats.

When I had the head off last in 2009, the valves all looked good. I can't see them now, and have no intent to tear it down just yet to find out. LOL

It's still a good 7-9% increase though regardless of scaling. Which i think it pretty significant. But yeah, I thought people might find it a bit interesting, so posted it up.