sleepycivix

It seems like I should be hitting more than 185hp and 120tq.. or am i wrong?
I have a 96 JDM Type R motor, Compression 215 all cylinders, c/r of 11.2
milled head, AEM cold air intake, AEM cam gears, DC 4-1 header, VAFC, MSD 6AL, RC 310 injectors, B&M fuel pressure reg and gauge, Skunk2 stage 2 cams, Skunk2 valves, Skunk2 springs, Skunk2 retainers, Skunk2 intake manifold, Skunk2 exhaust, Skunk2 ECU...i think that is it...
and in your opinion, how quick in the 1/4 mile those #'s can get me?? its in a 93 fully stripped civic coupe... thanks guys...Oh base run was 177hp and 117tq..

JD_B18CDX

You are doing good.

185 whp @ 15% drivetrain friction loss is 217hp in the crank.

217hp from a 1.8liter motor = 120hp/liter =

It will be difficult to squeeze anymore power from where you are right now without sacrificing drivebility. 120hp/liter is very efficient.

But if you are really want to squeeze some more, try to improve air flow by porting and polishing the intake and exhaust.






[Modified by JD_B18CDX, 12:07 AM 11/28/2002]

MikeSarr_GSR

if you could run hondata you could see your numbers a bit more refined than what you have currently by the way, 185/130 is reachable on a stock B18C5 with I/H/E and fuel tuning. Saw it done with my own eyes in a CRX. The guy had a mugen computer and a SFC-VTEC controller with some cam tuning also. you are on the track though... 215 in all cylinders sounds pretty low for a supposed 11.2:1 cr I was getting that number in two cyls in my C1 with flat valves on the exhaust side and a mugen gasket. A JDM C5 with a milled head should be in the 230-250psi range... how many miles on the motor? you may be at the point where you need rings or valveseals. 215 in the cyl is more like 10.5-10.8:1 FYI


[Modified by MikeSarr_GSR, 5:42 AM 11/28/2002]

johnzm

IMO toss that ECU. and watch u get more Tq and HP. my friend had the same ECU, it advanced timing so much that he had to d huge retard to get it to not detonate. and IMO your cam is too big. need more compression with those.

MikeSarr_GSR

also, your dynamic compression ratio with a cam spec with a early *** intake valve opening timing and longer duration actually LOWERS your dynamic compression ratio... keep that in mind. I would stay with the Skunk2 stage 1s fot that very reason. take that for what its worth

vw-honda-hatches

get skunk 2 cam gears, and at the same time, place with your fuel pressure on the dyno, youll be hitting results you like

HXMan

You really could use a better header too.

Mr.Integra

IMO

compression

JDMb18civic

i second that...

ArmyGreenITR

i dunno man i havnt liked what i have seen out of the stage 2's,look at MPH he got better #'s an he has the stage 1's with a very simalr setup i belive,do a search an look im pretty sure he broke 200whp.

EDIT a better header couldnt hurt TODA


[Modified by ArmyGreen EG, 1:57 PM 12/14/2002]

MikeSarr_GSR

I second the feeling on the Stage 1 cams. Calling it a stage is so misleading. If people can tune the crap out of a stock ITR motor with stock cams to 200whp, looking at the specs on the Skunk2 stage 1... you are getting about 8 more degrees of overlap at 0,0 without the needless worry generated from super high lift cams without the compression and the standalone tuning to make it really happen. Keep in mind effective compression in the cylinders has alot to do with when the intake valve closes so it can begin to make compression... on a lower CR motor say 9.8-11:1 a 266/260 cam profile seems less than ideal for total power increases not just from 7k+rpm. If you had about 12.5:1 with at least 290cc injectors and the right tuning/head work I am sure those cams would SCREAM...

B00ST2nR

Skunk2 Cams love Compression.

vw-honda-hatches

all after market cams love compression

wHOAlly

exactly

MPH

I put 197whp with the stage 2's on stock compression and stock ecu. Something's off a little bit I would say.


[Modified by MPH, 10:42 AM 12/26/2002]

SiBirdie

197 drop in ? or was it tune ?. How high did you bring the RPM up too with those cams.

MPH

Drop in. Brought the RPM to 9000. The curve from 6000 to 7500rpm was lower my stage ones's tuned. Might have made more power tuning it but bent the valves on the dyno (timing belt slipped).

SiBirdie

ouch sorry to hear that, but hey 197 untune is damn good on a stock itr motor. Was it still making power after 8500? how much did you make after 8500.

MPH

192 @ 8800 rpm

SiBirdie

not bad...

Allstar

So what was your set up? Any head porting, those numbers seem alot higher than average for stock compression.

And to the guy who started this thread, switch to obd1 and run a test pipe. More ponies for sure!

GreenR

Try some CTR pistons. Because you need higher compression to get the most power out of cams.

MPH

Stock head (except for Skunk valvetrain), stock compression (10.6), Toda header, Icebox, and no exhaust.


[Modified by MPH, 8:52 AM 12/27/2002]

SiBirdie

when you brought up to 9000k.. you said you have skunk valve train.. does that including there Ti retainers? or just springs and valves?

Eaten back to life

Only the springs and retainers were Skunk. Valves were stock.


[Modified by Magnificent Specimen, 7:51 PM 12/27/2002]