...and lookie what he left me! God, I cant wait to get this all put in and tuned.





Now all I’m waiting for is my 2 layer head gasket so I can get this **** installed!

Ill be milling the head as well, looking to have ~ 11.5:1 compression when all is said and done. I also have a dyno day set up for next month, so Ill be sure to post graphs as soon as I have them available.

-joe

 

whaes the set-up?

 

You can check out the link in my sig and/or bio for details but basically...

B18C5 short block assembly
B16A2 head (PnP, 3 angle valve job, omni power valve-train)
B16A2 transmission
J's carbon fiber intake (passwordJDM copy)
JDM ITR header
Omni power test pipe
RS*R EXMAG cat-back exhaust
Uberdata'd P28 ECU

...plus a crapload of other ****. See my bio for the full list.

This is all stuffed into a 2000 EM1 Civic Si coupe BTW.

After all is said and done, I’m looking to run this all at 11.5:1 compression with a 9K RPM fuel cut.

 

Nice. It's always fun when the FedEx or UPS guy comes. I hear you about having to put off projects: I am looking at a May 7th date now for my Si's project that I have been trying to complete for over a year now finished (pushed back for the 4th time due to school and work not complying with my time table.) It's all good though: I plan on getting the same intake you have here next month since I had a bad experience with my AEM CAI about 18 months ago (hint: involved flooding...but the B16 was spared, luckily) Anywho, good luck with the Si.

 

Thanks, you too. I was running an AEM CAI for about 4 years without any problems my self, though. Heh, try not to drive through those rivers okay?

Anyway, it’s about time this "project" got off the ground though. I’m the original owner, bought the Si back in March of 2000 with 7miles on the odometer. Got it for a steal @ $16,200... They even gave me 4500 bucks for my 1991 4-cyl Toyota Camry that had over 200K miles on it, lol!

I was running a 75 wet shot on my B16A2 motor, but that ended when I spun a bearing (not nitrous related). As I always say, dont replace, UPGRADE. Hence the 1.8l of new hawtness under the hood.

About the intake, you will love it. The sound is louder, but much deeper then the AEM CAI. Pulls really well all through the RPM band as well.

 

oops

edit: double post

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JoeB18R &raquo;</TD></TR><TR><TD CLASS="quote">Thanks, you too. I was running an AEM CAI for about 4 years without any problems my self, though. Heh, try not to drive through those rivers okay?

Anyway, it’s about time this "project" got off the ground though. I’m the original owner, bought the Si back in March of 2000 with 7miles on the odometer. Got it for a steal @ $16,200... They even gave me 4500 bucks for my 1991 4-cyl Toyota Camry that had over 200K miles on it, lol!

I was running a 75 wet shot on my B16A2 motor, but that ended when I spun a bearing (not nitrous related). As I always say, dont replace, UPGRADE. Hence the 1.8l of new hawtness under the hood.

About the intake, you will love it. The sound is louder, but much deeper then the AEM CAI. Pulls really well all through the RPM band as well.</TD></TR></TABLE>

I'm the original owner of my Si as well: bought it in June of 1999 from back home in Florida. First one off the lot.

Yeah, when my Si got hydrolocked, I was all hyped with the idea of putting in a B18C5 in its place. I even found a good deal on one through InlineFour and had the insurance company signed on for it if my B16 didn't pull through. Unfortunately/Fortunately the Honda dealership just let the car dry out for a few days, replaced the fluids and plugs, turned the key and that was that. It's been running strong since that fateful day in June 2003. Oh well, no biggie. Since I am also saving for a new car right now and plan on getting something with AWD, has four doors, and is turbo from the factory after I finish school in 2006 (STi, what? EVO MR/EVO IX, what? LOL ), I'm not sweating the fact that I didn't upgrade to a 1.8L much. Good luck with it and post some numbers when you get the chance. Laters.

 

STi!

 

When's the install

 

as soon as I get my 2 layer head gasket and save up a few extra hundred for the install/head work (having it milled to further increase compression). I have a dyno day next month (march 18) so I need to have em in by them.

 

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Honda Civic &raquo;</TD></TR><TR><TD CLASS="quote">Joe you seem to be under the dilusiuon that compression is everything, It is not however i will save that for another time.

Why don't you just install this stuff yourself it is not hard to do at all and any competent person can do it. It is not rocket science. Then save the money to install more mods.

And why are you having the head milled down just to add a double layer head gasket. that is just wasting money.

Just trying to give some advise here.

By the way did you get new springs and retainers?


Modified by Honda Civic at 4:16 PM 3/3/2005</TD></TR></TABLE>

Yea, going from 10.5 to 11.5 is "nothing". Im sure that will do nothing in terms of helping power production with high lift and duration cams.

And yes, I have upgraded valve springs and Ti retainers.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Honda Civic &raquo;</TD></TR><TR><TD CLASS="quote">no it is not nothing I was never claiming that it was. will it be a significant power increase NO. I hope you realize that compression has nothing to do with the breathing ability of the motor.

and for the $900 for the cams alone + Install for those cams you could have done much better things

joe you have a lot to learn</TD></TR></TABLE>

Wow, what is it with trolls on this board and them finding my threads?

Let’s see... The cams alone were going for 505 dollars. The cams and cam gears cost me 703 after tax and shipping. TOTAL.

It will be an additional 50 bucks to have the head milled.

I could go over the facts of how higher compression is a requirement to fully utilize higher lift cams, but honestly you aren’t worth the time.

You have been wrong on pretty much every count so far. Next time dig UP, stupid.

Now go make a fool out of your self in someone else’s threads.

Edit: LMAO! Speaking of trolls, I believe this is the reincarnation of our friend “rich”. Welcome back jackass. Looking for yet another banning?



Modified by JoeB18R at 2:59 PM 3/3/2005

 

No, i said to dig UP, not down.

Keep grasping for those straws little boy.

Edit: someone you should take a lesson from.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Honda Civic &raquo;</TD></TR><TR><TD CLASS="quote">https://honda-tech.com/zerothread?id=1054813

took 1 second and searched. as i said before you base your cam choice on compression and other things Not the other way around. you should actually listen to people giving advise before telling them they are wrong and saying "dig up" as if it is some competitive arguement.

general consensus you need around 12:1 CR to get the full pontential out of them. another selection would have been wiser.</TD></TR></TABLE>

WOW!

There’s one person who says 11:1 is fine and another saying it should be 12:1. You really showed me there.

Now try this out. I’ve done WAY more research into this then you and your pathetic 5 second search here. First and foremost I spoke to the people at Skunk racing to see which application would best suit my needs. Guess what we decided on after going over the engine specs and application it will be used for? Ill help you out… *pssst, it’s the ones I bought*.
However, if you want to get into what someone on the internet has to say, I can bring up quite a few H-T threads stating that 11.5 is just fine for the stage 2 cams.

Oh and to shoot yet another hole in your tolling escapade, I thought I mention this. I told the tech over at skunk what compression I was going to ultimately have. I didn’t decide on the compression AFTER I decided on which levels cams to buy. So no, I did not “choose the compression based on the cam” as you put it.

You and keep spitting into the wind, but you should learn your lesson. It keeps coming back to hit you in the face.

You obviously don’t know what the **** you are talking about.

So let’s see…

You tried to tell me that compression isn’t an important factor when you are building an engine. You were wrong.
You tried to flame me because I spent 900 dollars on the cams alone. You were wrong.
You tried to flame me because I “choose the compression based on the cam”. You were wrong.
You tired to flame me because I “didn’t research”. You were VERY wrong.

I also find it ironically humorous that you are now using this compression argument after stating that "you seem to be under the delusion that compression is everything".

How does that foot taste?

 

they are only stage2's

i dont see a problem with wanting more compression..

so in your eyes he shold have milled the head, then started looing for cam choices?

dynamic compression is what you want to look at, not static.

please dont come in here to cause trouble that looks like your primary reason for cominf in this thread...


BTW nice toys man, if u were local i would help u out in installing them, but IMO let a shop do it if its ur first time and let them watch, that way u can blame someone else if **** goes wrong, and u can learn from a pro at the same time

o ya i didnt see pics but i assume u got valvesprings/retainers?? they are a requirement for those cams

 

joe- looks like he hit his 5 post limit. thank god for trial user status

 

Yes, I got the omni shot-peened valve springs and titanium retainers. Those when when when I built the engine and had the head redone.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by johnzm &raquo;</TD></TR><TR><TD CLASS="quote">joe- looks like he hit his 5 post limit. thank god for trial user status </TD></TR></TABLE>

Awwwwwwww!

lol


Modified by JoeB18R at 4:15 PM 3/3/2005

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by johnzm &raquo;</TD></TR><TR><TD CLASS="quote">joe- looks like he hit his 5 post limit. thank god for trial user status </TD></TR></TABLE>

thank god for that

Talking to the people at just one company is somewhat meaingless as they will help you choose between their products. but that is about it. (they will not refer you to another cam maker)

my primary reason in this thread is to give advise. as far as dynamic compression goes. a cam choice has a lot of infulence on it.

lots of duration and tight lobe-separation angles decreases cylinder pressure, especially at low rpm, which allows an engine to run a higher compression ratio and still work on pump gas. High cylinder pressure, which is caused partly by a high compression ratio, is what makes an engine detonate on pump gas. Decreasing the cylinder pressure by adding duration is just like taking compression out of the engine, but mostly only at low rpm. A compression ratio of 11.5:1 running on pump gas is not unheard of when the cam has enough overlap and duration to bleed off the low-speed cylinder pressure. however i could not find the lobe seperation angles of this cam so i can't really comment on it.

and $900 is the msrp on the skunk2 website so that is why i used it.

In my eyes he should have deturnined what his final compression was going to be before making a big purchase like cams.

what i was trying to get across before is that with all the money you have spent on this car you could have made it a lot faster for much less money. but that is just my opnion. (new block from dealer, had a shop assemble the engine all the headwork)

You were talking about milling down the head and then adding a head gasket that was twice as think. that is just a waste.

Joe when you do your own engine work let me know. ( there is a first time for everything)

on a side note every post i see of yours you are fighting with someone. You need to learn how to take advise from other poeple or you will never get anywhere in life.

 

First of all you came in here and started ****. I wasn’t "fighting" with anyone.

Secondly, every point you made is either exaggerated or (and this is the majority) just plain wrong.

You then, in typical fashion, ignore the points which were countered with logic only to bring up some other inane thing to bag on.

You made all sorts of assumptions when you really didn’t know what the **** you were talking about. This has all the makings of your typical internet troll.

You further my point by talking about my build like you actually know something.

First of all I got this block for much less then you average person would. There is no way in hell you can match the exacting tolerances that a factory fresh B18C5 block has, by slapping a homologation of parts together. On top of that you leave a lot of things up to chance. Plus the fact that I got this block for less then what all new internals, bare block and the build of said short block would cost me. Sure I could go faster for cheaper. I was running nitrous on my B16 engine. That was much faster and it only cost me 600 dollars worth of parts. Thats not the point of my build.

I put this together to be a decently quick, and most importantly to have a RELIABLE, turn key daily driver, and that’s exactly what I now have on my hands.

You can backpedal all you want, the point is you really were just here to start bullshit. And that’s all it was. Bullshit based on assumptions and misinformation. Do me a favor and pollute someone else’s threads.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JoeB18R &raquo;</TD></TR><TR><TD CLASS="quote">First of all you came in here and started ****. I wasn’t "fighting" with anyone.

Secondly, every point you made is either exaggerated or (and this is the majority) just plain wrong.

You then, in typical fashion, ignore the points which were countered with logic only to bring up some other inane thing to bag on.

You made all sorts of assumptions when you really didn’t know what the **** you were talking about. This has all the makings of your typical internet troll.

You further my point by talking about my build like you actually know something.
</TD></TR></TABLE>

that seems to be your response in every thread no matter who you are talking to.


<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JoeB18R &raquo;</TD></TR><TR><TD CLASS="quote">There is no way in hell you can match the exacting tolerances that a factory fresh B18C5 block is going to have by slapping a homologation of parts together.</TD></TR></TABLE>

and the second part is absoulutly untrue. what tolerences are you refering to by the way? I am curious.

 

See what I mean about skirting around things?
I dont suffer fools. You are dead to me, dont bother replying.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JoeB18R &raquo;</TD></TR><TR><TD CLASS="quote">See what I mean about skirting around things?
I dont suffer fools. You are dead to me, dont bother replying.</TD></TR></TABLE>

exactly. you can easily match the tolerences on a seasoned block. you couldent be farther from the truth.

so as you say. "DIG UP"

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JoeB18R &raquo;</TD></TR><TR><TD CLASS="quote">as soon as I get my 2 layer head gasket and save up a few extra hundred for the install/head work (having it milled to further increase compression). I have a dyno day next month (march 18) so I need to have em in by them.</TD></TR></TABLE>

If you get the machining done, I will be glad to help with the install! Im from back east and used to working on friends cars all the time and no one around here tries to help anyone. Im not asking for money, Im just trying to meet more ppl since moving here. Also I would like to see your car on the dyno

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote">
Quote, originally posted by Honda Civic »
"Talking to the people at just one company is somewhat meaingless as they will help you choose between their products. but that is about it. (they will not refer you to another cam maker)"</TD></TR></TABLE>

The H-T thread you linked to was of members comparing the stage 1 and stage 2 skunk cams. E.g. the same cams the tech over at skunk were considering. Here are the assumptions again though, I did a lot more research then just calling one cam maker. Want to try again on that one?

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote">
Quote, originally posted by Honda Civic »
"You were talking about milling down the head and then adding a head gasket that was twice as think. that is just a waste."</TD></TR></TABLE>

Raisin sack, a 2-layer head gasket is one layer THINNER then stock. It DECREASES the amount of clearance therefore INCREASING COMPRESSION.

Yes, dig "up" indeed.