cs_x21

Modified by onEb18eG6 at 5:40 AM 7/4/2006

NATURAL ASPIRATI0N

to my knowledge, there is no b18cr motor.
it's just a b18c...

BERT-O

If you find a block that a blank stamp on it, let me know, lol..............I'm serious!!!!


-Bert

Fred n J_v2.0

the b18c5 is the USDM ITR motor. the b18c is the either a JDM GSR or ITR motor. there is no R in the stamping.

the JDM R motor has higher compression pistons and the 98+ motors have the 4.78 FD in the tranny.

Jawad.

jdm 98+ also have the raved 4-1 header

J_nicks

10 more hp!

Ricey McRicerton

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hbLuvR yO! &raquo;</TD></TR><TR><TD CLASS="quote">10 more hp!</TD></TR></TABLE>

I've yet to see a single dyno graph to prove it.

Jackson

My usdm itr motor put out 164whp and my newly acquired 99 jdm itr motor put out 180whp both untuned. The proof is in the pudding.

B18C5-EH2

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Jackson &raquo;</TD></TR><TR><TD CLASS="quote">My usdm itr motor put out 164whp and my newly acquired 99 jdm itr motor put out 180whp both untuned. The proof is in the pudding.</TD></TR></TABLE>

Then you have a **** USDM engine and a freak JDM engine.



My USDM laid down 175whp untuned, baseline. My two friends here in ATL both had the same mods on their JDM R engines and both laid down 176 and 178whp respectively. My car laid down more torque too.

The only differences between the JDM and USDM are that the JDM has a tiny more CR at 11:1 over the USDM 10.6:1, the 98 spec-up JDM had the 4.78FD and taller GS-R spec 4th and 5th gears while the USDM has the 4.400 and shorter 4th and 5th gears, the 98'spec-up JDM engines *might* have the JDM 4-1 header, and all JDM engines have the 2.5'' collector.

Here's the biggest differences of both engines that make a diference to me when installing the swaps:

USDM has a complete engine harness that makes the swap nearly 100% plug and play

USDM has a VTEC solenoid with the VTEC oil pressure switch which makes using rechipped P28 ECUs or USDM ECUs easier

USDM swaps have known mileage 99% of the time

USDM swaps have necessary sensors, etc. to make the car smog or emissions legal in all 50 states

IMO the USDM swap is the way to go. Both JDM engines my friends had blew up mysteriously. Mine has been going strong for over 3 years in my car with rigorous driving.

freakin_eLRoD

I agree with Tom on USDM vs JDM motors. I too have had a few buddies that were running JDM swaps mysteriously blow up on them. Which is another reason why I chose to stay with a USDM motor, simply for that fact that you don't have to play the guessing game with mileage.

daver

when i was making my engine decision, one of the my requirements was that i had to personally inspect and pick up the engine. Since domestic itr and even gsr engines were rare beyond belief, i compromised a got a jdm gsr.

After all the jdm stories, i decided $5000 US was just too much money to risk on a engine with an unknown history (for me) and that probably had the crap driven out of it.

And isn't 11.1:1 compression too high for 91 octane with no knock sensor?

d

Jawad.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18C5-EH2 &raquo;</TD></TR><TR><TD CLASS="quote">

IMO the USDM swap is the way to go. Both JDM engines my friends had blew up mysteriously. Mine has been going strong for over 3 years in my car with rigorous driving.



</TD></TR></TABLE>

JDM engines don't have an oil pressure switch. So if your oil is running low in your jdm vtec equipped engine, vtec will still engage, unlike USDM motors.

USDM motors keep you in check. If vtec doesnt work, something is wrong, hense you check it out.

I think they waited till it was too late perhaps?? just a guess

Jackson

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by powerBan.est1990 &raquo;</TD></TR><TR><TD CLASS="quote">I too have had a few buddies that were running JDM swaps mysteriously blow up on them.</TD></TR></TABLE>
Motors don't mysteriously blow themselves up, people blow them up.

civic_hatchback

The b18cR has 210hp and the C5 has 197. Im gonna look, ill get back to yall.

HUBB

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Jawad &raquo;</TD></TR><TR><TD CLASS="quote">JDM engines don't have an oil pressure switch. So if your oil is running low in your jdm vtec equipped engine, vtec will still engage, unlike USDM motors.

USDM motors keep you in check. If vtec doesnt work, something is wrong, hense you check it out.

I think they waited till it was too late perhaps?? just a guess</TD></TR></TABLE>

&lt;---has a 00 jdm b18c-r and has no regrets.....i also check my oil frequently

Synergy001

is there any wiring differences with the C5 and JDM R? can you still use a GSR OBD2 wiring harness and plug and play into an EG like the C5?

HUBB

since my motor was obd1 it was plug n play in my 93

B18C5-EH2

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote">The b18cR has 210hp and the C5 has 197. Im gonna look, ill get back to yall.</TD></TR></TABLE>

No.

Some sites had wrong info about JDM swaps saying "210hp" but that's bullshit, or it's is ps which is not the same as hp.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote">Motors don't mysteriously blow themselves up, people blow them up.
</TD></TR></TABLE>

...or they self destruct like my pal's B18C JDM R engine. A piece in his valvetrain failed and the engine grenaded without any fault of the owner. No misfhit, etc.

I've accidentally overev'd my B18C5 to the tune of 9500rpm on stock valvetrain (according to my V-AFC) with zero problems to date.

Jackson

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18C5-EH2 &raquo;</TD></TR><TR><TD CLASS="quote">...or they self destruct like my pal's B18C JDM R engine. A piece in his valvetrain failed and the engine grenaded without any fault of the owner. No misfhit, etc.

I've accidentally overev'd my B18C5 to the tune of 9500rpm on stock valvetrain (according to my V-AFC) with zero problems to date.</TD></TR></TABLE>
I don't think that has to do with the fact that it was JDM or USDM. Just because you buy a USDM motor doesn't mean the first owner didn't abuse the hell out of it or neglect oil changes. The fact is, you really never know what you are going to get with a used motor. But if you do buy a used ITR motor, the JDM ones are known to make more power. That is a fact.

B18C5-EH2

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Jackson &raquo;</TD></TR><TR><TD CLASS="quote">
I don't think that has to do with the fact that it was JDM or USDM. Just because you buy a USDM motor doesn't mean the first owner didn't abuse the hell out of it or neglect oil changes. The fact is, you really never know what you are going to get with a used motor. But if you do buy a used ITR motor, the JDM ones are known to make more power. That is a fact.</TD></TR></TABLE>

Okay let me clarify.

USDM motors almost always have the odometer with them.

Fact.

Unless you get a complete front clip, JDM motors rarely have the exact mileage determined.

Fact.

Odds are that you get more piece of mind with the USDM swap with determined mileage over a JDM engine that you have to guess with.

I understand that JDM vs. USDM in terms of reliability and build quality aren't different, but chances are that the JDM engine that blew on my friend (that made awesome 178whp a week before it blew) had a **** ton more miles than my USDM swap. He got the engine from a reputable importer, but unfortunately it did not come in a clip, thus undetermined mileage.

I've never seen more than 3whp difference between the JDM and USDM engines - to me the risks are not worth it IMO.

.RAven

I have a question Tom? would you call using a Kenji rechiped p28 rather than a usdm type r p73 to base the dyno for a stock usdm b18c5 numbers untuned? I could be wrong but, wouldn't that yeild different numbers. I mean 164 with I assume a p73 and 180 with p73 on a jdm motor would be pretty good comparison then, right?

freakin_eLRoD

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Jackson &raquo;</TD></TR><TR><TD CLASS="quote">
Motors don't mysteriously blow themselves up, people blow them up. </TD></TR></TABLE>

this is true, but 3 out of the 5 people i knew who had their jdm motors fail on them 2 actually raced their cars and had problems afterwards (in only a few months time) and the other had super bad compression in a short amount of time and this guy didn't race his car at all (sad thing was his motor was the cleanest used motor I have ever seen when it was first shipped to him). I guess the point I'm trying to make is jdm motors are awesome, but i would still choose a usdm over it because again, if your picky you can actually see the condition of the motor and verify mileage easier than a jdm motor as mileage on a jdm motor usuaully very difficult to verify unless you have the front clip.

splitime

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18C5-EH2 &raquo;</TD></TR><TR><TD CLASS="quote">
USDM has a VTEC solenoid with the VTEC oil pressure switch which makes using rechipped P28 ECUs or USDM ECUs easier
</TD></TR></TABLE>

The fix for this takes 5 minutes, 6inches of wire, electrical tape, solder and a soldering gun.

B18C5-EH2

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by prime weaksauce &raquo;</TD></TR><TR><TD CLASS="quote">I have a question Tom? would you call using a Kenji rechiped p28 rather than a usdm type r p73 to base the dyno for a stock usdm b18c5 numbers untuned? I could be wrong but, wouldn't that yeild different numbers. I mean 164 with I assume a p73 and 180 with p73 on a jdm motor would be pretty good comparison then, right?</TD></TR></TABLE>

Well I don't know who is lame enough to use an OBD2 ITR ECU in their swapped hatchback. Also even using the JDM ITR P73 ECU is lame too because you need a jumper harness and it has a ****-tastic 117mph speed limiter. I know because I temporarily ran my swap on a jumper harness and borrowed JDM P73 shitbox ECU.

BTW:

Both JDM R engines I speak of and compare my numbers to also had Kenji ECUs.

Their user names are Apexi-ITR and blykins here on H-T if you'd like to ask them. Apexi-ITR actually replaced his JDM swap with a brand new USDM unit from Acura and he said the USDM swap felt stronger. Go figure from somone who had both and liked the USDM better.

743power

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18C5-EH2 &raquo;</TD></TR><TR><TD CLASS="quote">
Well I don't know who is lame enough to use an OBD2 ITR ECU in their swapped hatchback. Also even using the JDM ITR P73 ECU is lame too because you need a jumper harness and it has a ****-tastic 117mph speed limiter. I know because I temporarily ran my swap on a jumper harness and borrowed JDM P73 shitbox ECU.
</TD></TR></TABLE>

I remember reading that Yack (b18cxr) converted his eg hatch to full obd2 with a b18c5 and a'pex i power fc. Won every H1 honda challenge race the first season with that car.