May 2000 we were fortunate enough to get a shiny bubble-wrapped EBP Si. I gave my baby an AEM CAI, Eibach Sportlines, and and ITR sway bar. Long story short, 172,000 miles of the most aggressive driving I could dish out, and still no problems. I had only replaced the breaks, timing belt, and water pump in that time. Then one June 2004 morning some piece of **** breaks in and hotwires it and mangled the interior. Luckily they could not break the steering column loose and after 2 attempts apparently, they finally gave up. (history:The Si has had its fair share of collisions in its day and thus spent a good 10 months of her life in the body shop.) When the insurance claim went through they had to replace the steering column. They could not align the car to save their lives. Then we find the frame is bent due to poor welds, and they ended up re-opening a previous claim and I got an $8g frame job because of the doods who jacked me. praise the lord! Talk about bittersweet. The next month (about 1 year ago) the cat and o2 sensor went out. I said **** it. Time for a build and OBD1.

Enter Honda-Tech's All Motor forum. I tore my car apart with previous experience helping my friend go from tubro b16 to crvtec. He also helped tremendously with guidance my build, but there is so much collective experience on this board, that with months of using everyone's favorite link (https://honda-tech.com/zerosearch). I spent months ordering **** from all over the country. After months of buying and delay after delay, I finally got the motor together, back in the car, and most importantly, back on the road.

My 2000 Si now has a CROME-driven p28 with an EDMp30 basemap adjusted for 330cc injectors. Amazingly, after probably 30 chips, the afr is lookin good. I have about 320 miles on the motor and the compression is about 220 across so far.

Over the past year, the Si has acquired:
obd1 conversion
maxbore'd tb 67>64
blox IM
rc310s
b&m fpr & guage
p/p b16 head milled like .080
.074 cometic mls head gasket
itr valvetrain
ctr cams
ctr pistons, oversized
dc 4:1 2.5"
2.5" cat for a v8
2.5" midpipe
2.5" vibrant muffler
plx m250 wb02 w/ guage
new itr tranny
I also did suspension, brake rotors/pads, p/s lines & reservoir, axles, clutch, 8lb flywheel, all the hoses, seals, gaskets, etc. you can think of. Oh and I also another set of Falken Azenis's while they are still around. The only thing I didn't do was the machine work on the block/head, and the reassembly of the crank/rods/pistons/etc. Oh by the way I smoke a lot of weed, so that's also kinda why this build took a year. But dammit if she didn't fire up on the first try!!! No fluid leaks or nothin!!

Thanks again. If it wasn't for the support of my wife, my friend marc, and this forum, I probably wouldn't even attempted this. But because of the power of the internet and people like you who love your cars and share the experiences you have had with people like me, we now have transformed a stock civic into a built sleeper. the sweetest part is, you can hardly tell there are any mods, except for the obvious intake and fpr. The EBP is lowered 2 inches on fat falkens, dark tint, and now a small black muffler. oh damn I need a resonator bad though...but all in good time. Give me a few more days and I'll post up dyno results it rained so i'll have to wash her again but maybe i'll put up some pics too. honda-tech all motor forum kicks ***.

 

you milled the head .080 thousand , is that possible???

 

yeah - .030 below the minimum (estimated at .050). stupid me i traded my stock head for a built b16 head - that had been milled for days. after going thru one custom gasket after another, I finally got the right gasket. summers are hot here and garages are even hotter. i moved the table and rollled the engine stand under the a/c vent in my kitchen and spent about 2 weeks of evenings claying the piston/valve clearance and then reassembling everything else. (remember this is a learn-as-I-go project so i took my sweet time) it all worked out though, the motor runs strong

 

Well good to know the car is up again.

 

so what's the max you can mill a head?

 

cool little story. how much power are you putting down.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by eg6cusco10pt &raquo;</TD></TR><TR><TD CLASS="quote">so what's the max you can mill a head? </TD></TR></TABLE>
.030 without throwing off the timing. hence his use of the Cometic head gasket i assume. but i could be wrong...

 

Wow... head milled .080 and ctr pistons in what im assuming is a b16a2? how high is your compression? what kind of gas are you running?

 

yup b16a2, 91 octane. but i got a custom .074" head gasket to compensate and i took the time to clay for clearance. compression is about 220 psi across the board right now, hopefully it'll still go up a little more.

i have read that with a milled head and high compression you have to retard the timing but i actually had to advance mine and the motor just hums like stock.

btw what should the compression test read on ctr pistons ? 230? 250? what?

been so busy at work i haven't had time to call the dyno guy - hey its almost lunch time i'll call him right now and schedule some tuning...

 

Do you know what your compression ratio is? I've always heard that if you put b16b pistons in a b16a that they'll stick out of the block, so did your headgasket pretty much make up for that?

 

they are pop-up pistons, so the dome sticks out of the block, but even without the gasket there, the quenchpads were pretty even with the deck (at least to the naked eye). the gasket was more to compensate for the milled head.