This is a stock block B17 with heads and cams:

Specs:
New OE B17 short block
B16 head with .020" shaved; chamber, runner and bowl work by GTP in Houston
BC3+ (BuddyClub 3+) Cams
Omni flat bottom valves
Omni valve springs
Omni titanium retainers
STR Pro 570 Cam gears
B16 manifold lightly ported by none other than me.
AEM short ram intake
Apexi WS Exhaust
DC Sports 421 one-piece header
ACT Pro-lite Flywheel
Excedy Stage 1 Clutch

Car tuned via Neptune by Jason (aka st00pid) at Autologic.



During the build a "random" cat was installed, which appears to have maybe a 1.5 or 1.75 ID through it at best. Major bottom neck none the less, and will be installing a testpipe or high flow cat. Other possible changes are slightly larger injectors and maybe another intake manifold. After that it will go back for tuning again. This time I will have the gears exposed for adjusting the cam timing. I tried degreeing in the cams per the spec sheet during the build, unfortunately all the lobe peaks, opening and closings did not match the specs, so I simply zero'ed the cam gears and moved on, but I estimate, based on my degreeing attempt, that both the cams probably need to be advanced at least 2-2.5 degrees.

Anyway, this is simply my daily driver, other than what was mentioned I have no other plans. Overall I am happy with the nice fat torque "curve" or plateau. I would have thought that torque output would have been higher overall, but maybe the dyno I was on reads low. No matter, it pulls solid through most of the usable driving rpm range. Also, based on the application, tuning was maintained conservative. I am not sure of the exact VTEC engagement, but I am sure it was 6400-6500 rpm as that is where the high cam curve and low cam curves intersected. We did stumble onto a strange "rev limiter" of some sort as despite Neptune settings we could not get the motor to surpass about 8900 rpm. Not that it matters, as power is too low up there anyway. During tuning the power dropped like a rock just over 7500 rpm, Jason leveled that drop some, but something is killing the motor at 7500+ rpm. Hopefully its that choke of a cat I have on there now. It will be monthes before I have it back on the dyno, but never the less its a fun car.



Modified by BryanPendleton at 2:28 PM 7/25/2005

 

Nice. Don't see too many B17's.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by flyrod &raquo;</TD></TR><TR><TD CLASS="quote">Nice. Don't see too many B17's.</TD></TR></TABLE>

I was going to rebuild my ailing B16 (ie. severe compression loss) with 82mm pistons, but stumbled onto this brand new OEM B17 shortblock in the box and all from racer Roger Foo out of CA. It was worth the extra hundred or two for me to not have to take the time to build the shortblock and shuffle parts to the machine shop, etc.

 

you answered it yourself, your cat is killing the power. ALso try AEM cai 2.75" or 3" version when you go to the dyno next time, you might be surprised (I was)

 

here's a baseline dyno of a stock b17


Modified by UNKNOWN_MEMBER at 11:41 PM 7/25/2005

 

try it again with Type R pistons.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HondaTrac &raquo;</TD></TR><TR><TD CLASS="quote">try it again with Type R pistons.</TD></TR></TABLE>

No desire to crack the bottom end. Its a brand new short block with only a 4-5k miles now. If years from now and other reasons warrant cracking the shortblock, i'll do so, actually I would probably try and build a B18 bottom end. As it stands, the motor is running about 10.8:1 CR, which for me and my use is a nice conservative CR for a daily driver.

 

my buddy mmuller has a b17 with bolt ons and chrome and put down 166whp just for *****...

 

stock cams, bottom end.
here is a link for original thread
https://honda-tech.com/zerothread?id=1218218

 

Pretty good numbers, i also run a b17 crank.