I know, it's not B18C5.. but I figured you guys would be interested anyway.

Dyno'd a friend's car this weekend.. 97 Civic DX hatch w/ B20

B20 block, Endyn mid-dome pistons(11.3:1 compression)
Stock ITR head, stock 01 ITR cams
DC JDM ceramic header, no cat, ITR b-pipe, no muffler
AEM intake for ITR, AEM cam gears, PYR chipped P28
RC 310cc injectors, stock fuel pump

Baseline run w/ following settings..
0 deg intake, 0 deg exhaust. 15 timing, 40psi fuel press, 0-0 on V-AFC
189.0hp, 138.1tq at the wheels

After tuning w/ following settings..
+4.5 deg intake, +2.5 deg exhaust. 18 timing, 49psi fuel press, +3% of V-AFC in VTEC, +5% @8400rpm, VTEC engagement @ 4700rpm
202.8hp, 153.0tq at the wheels


Crazy fast. Car is SO fun to drive. He's putting in ATS 4.92 final drive soon, along w/ Portflow-ITR valve springs and JUN 3 cams. We'll see how it goes from there...

Dyno charts will be posted later today.

 

Thanks for the updates Mike - Batoutahell & I were just talking about this transplant on Friday.

Do you happen to know the weight difference between motors?? I'm guessing it can't be more then 25-50lbs if that much. Hmmmmmmmm - can you say stupid fast!!

 

Erminio's car is nice, to bad i cant drive it, becasue my fat *** is too big for the damn JDM recaro's

 

Mike,
I also have a B20 VTEC with ATS 4.929 FD and KAAZ LSD in my EK hatch.
I totally agreed that the 1st gear is almost useless...
But i would like to try out ATS 1-5 gears and stay with stock FD. That should be good setup as well.
Now we just got to work on the traction problem

-david

 

Doubt it. They weigh about the same.

 

Was this wit ha stock ITR head or ported by Topspeed?

 

Also, how did you get 11.3:1 compression? Custom pistons?

The mid-dome Endyn pistons in a B20 with ITR head give 11.94:1 compression with stock deck and head, unless you had the chambers enlarged...which would make the head not stock

 

The head is 100% stock, not even spot-faced.

Cometic headgasket lowers compression.

11.33:1 is right on the money. Runs great on 93 octane w/ 18 degrees timing.

 

I love my b20/vtec

 

Oh weak..why did he wanna lower compression

Mine seems to run great at 11.94:1 on 91 octane and 16 degree timing.

 

higher compression with advanced timing = knocking problems...some people get them and some dont...he was just playing it safe i guess you could say

 

More or less due to the fact that there's a point of diminishing returns when raising compression. As you can see, this 11.3:1 motor does just fine, runs awesome timing, has no detonation and makes phenomenal torque.

Also considering the ITR cams.. all that compression isn't necessary. Now if he had Spec B's or some ****.. he would probably see more power out of raising compression even higher.

But for the way it sits, I don't think he'd see much more power by increasing compression much more.

Trsut me, the car books. Feels phenomenal. Midrange is nuts.

 

Wheres the dyno plot!!!

Email me the file if you need it hosted.

 

 

I can't wait to put hondata on the one I built. We're running 56psi of fuel, and maxed out the VAFC with JUN 1's. 197/151 to the wheels. But it's way too lean now that we put on a real header Oh well, I think the 450's will cover that nicely.

 

Mike, what program was on the chipped P28? I notice is says PYR chipped, but do they have their own program or was it a generic (Skunk2, Mugen, ETC)


[Modified by HX_Guy, 10:58 AM 1/15/2002]

 

It's PYR's "All Motor 1.8" program.
And yes, it's different than your typical skunk or Mugen ecu.

Dyno tested back to back, the PYR made about 6-7 more in the midrange.
This is because it runs so damn rich.
Personally, I think it runs like on a 1.8 liter.. but it seems to do very well on a B20 w/310cc injectors.

A/F was a constant 12.9-13.0 all the way from 3000-8500.

 

Yea, I nticed these B20s LOVE fuel! Even my non-VTEC setup...it was around 12.0-12.2:1 from 5000+ and it loved it!

 

thats the larger bore showing itself. This is why most Hondas get good fuel consumption, having smallish bore sizes

 

how does this program differ from the skunk...

 

waaaaay richer than skunk between 3000 and 7000
VTEC @5100

that's it. on the dyno sheet, it showed to be identical as skunk2 dyno run after 7200 or so.

 

Are you gonna post the dyno