engine mods using other OEM parts
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engine mods using other OEM parts
Hi i was wondering...what i could do to the engine? possibly using like gsr or type r parts? or any mods that i could do to the engine alone to give me more of a punch...i have a ls by the way
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From: Hardparkin in, IA, United States
Re: engine mods using other OEM parts (CNSK)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by CNSK »</TD></TR><TR><TD CLASS="quote">what kind of car do you have? look into most of type R parts...</TD></TR></TABLE>
why would you tell him to look into most of the type R parts, what parts besides the head and tranny will give him any considerable performance increase. those two parts run about 800-1100 used a piece so if you don't have that kinda cash look into something else
why would you tell him to look into most of the type R parts, what parts besides the head and tranny will give him any considerable performance increase. those two parts run about 800-1100 used a piece so if you don't have that kinda cash look into something else
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Re: (silentdeath12886)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by silentdeath12886 »</TD></TR><TR><TD CLASS="quote">i see lots of people using type-r oil pumps dont know if tis really any better than an ls or gs-rs, but ive seen it. </TD></TR></TABLE>
it's not
it's not
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From: Mountlake Terrace, wa, snohomish
here is a write up i found awhile ago on some magazine web site.
Integra Type-R cams
When installing these cams on a non-Type R VTEC B-series engine, you should install the appropriate Type R intake valve springs on the exhaust side of the head. U.S. market B engines--with the exception of the Type R--only have dual springs on the intake valve. The dual exhaust valve spring is important to help handle the extra valvetrain velocity that the much higher lift Type R exhaust cam has. The regular B-series dual intake valve spring set-up can be run with the Type R cams because they are actually stiffer than the Type R intakes. This is because the Type R valves are lighter than the regular B-series valves.
Type R cams can gain from 8-9 more top end hp--sometimes even more when the cam timing is optimized--more than the stock B-series cams and are an excellent value in streetable performance cams.
As a cost saving measure to avoid having to buy exhaust valve springs some people have success installing only the Type R intake cam. Just the intake cam alone can result in gains from 6-7 hp.
Below is a chart with the part numbers of the hot Type R cams and the valve springs needed to run them, at least on the exhaust side.
TYPE R PART US B18C5 TYPE R JDM B16B 1998 CIVIC TYPE R
Intake Cam 14111-P73-J00 14111-PCT-000
Exhaust Cam 14121-P73-J00 Same
Inner Valve Spring 14751-P73-J01 Same
Outer Valve Spring 14761-P73-J01 Same
excellent streetable cams are made by Toda, Spoon Sports, Skunk 2 and JUN. The big American companies like Crane and Crower are also getting into the game with their own billet offerings. Crane in fact already offers a radical profile, friction-reducing roller cam and follwer set; they aren't cheap, however. When running other cams, please note that on finger follower engines like Honda's it's critical to run near stock base circle billet cams for long life and proper true to spec valvetrain geometry. Regrind cams just don't work well with these engines. Poor peaky power bands and rapid wear can result from regrinds.
With aftermarket cams, it's also important to run the manufacturer-recommended compatible valvetrain parts, most importantly the springs and retainers with these cams.
Intake and Exhaust Manifolds
A popular swap to gain some additional power is to run an Integra Type R manifold. The Type R manifold is a short, larger diameter, single stage manifold with a larger plenum. It lacks the dual-stage runner system of the B18C engine, and is optimized for top-end power. When doing a manifold swap, you can use either a U.S. Integra Type R or JDM Civic Type R manifold; both work equally well. The only difference is the location of one vacuum fitting on the manifold's plenum, which has absolutely no effect on anything.
The Type R manifold is good for about 6 hp at the wheels at high rpm, with perhaps a slight loss in power below 5000 rpm. The manifold is a direct bolt on the B16A cylinder head and thus works well for any B16A or any Frank engine using this head. It also fits on the rare B17A1 '92-'93 Integra GS-R engine. On the B18C, the flange of the manifold must be extensively modified for it to fit, as only the bottom manifold-to-head bolts line up. There's also a problem with the location and alignment of the coolant passage, this must be welded up and ported for the correct shape. The upper boltholes must be welded up and redrilled in the correct location and the head match-ported to the manifold. After welding, the manifold's head flange must be resurfaced so it will seal properly. After all of this mess, the injectors hang down into the airstream and disrupt flow, making this a poor way to do things.
Skunk 2 has come up with a bolt-on copy of the Type R manifold that bolts right onto the B18C with no hassle. American aftermarket giant Edlebrock is also offering a direct bolt-on B-series manifold.
On the exhaust side, a very effective upgrade is to install the JDM Integra Type R exhaust manifold. This is good for about six more wheel hp over the stock manifold. Interestingly enough the JDM manifold is a 4-1, equal length, tubular stainless steel header. The JDM Type R exhaust manifold fits all B-series engines.
Integra Type-R cams
When installing these cams on a non-Type R VTEC B-series engine, you should install the appropriate Type R intake valve springs on the exhaust side of the head. U.S. market B engines--with the exception of the Type R--only have dual springs on the intake valve. The dual exhaust valve spring is important to help handle the extra valvetrain velocity that the much higher lift Type R exhaust cam has. The regular B-series dual intake valve spring set-up can be run with the Type R cams because they are actually stiffer than the Type R intakes. This is because the Type R valves are lighter than the regular B-series valves.
Type R cams can gain from 8-9 more top end hp--sometimes even more when the cam timing is optimized--more than the stock B-series cams and are an excellent value in streetable performance cams.
As a cost saving measure to avoid having to buy exhaust valve springs some people have success installing only the Type R intake cam. Just the intake cam alone can result in gains from 6-7 hp.
Below is a chart with the part numbers of the hot Type R cams and the valve springs needed to run them, at least on the exhaust side.
TYPE R PART US B18C5 TYPE R JDM B16B 1998 CIVIC TYPE R
Intake Cam 14111-P73-J00 14111-PCT-000
Exhaust Cam 14121-P73-J00 Same
Inner Valve Spring 14751-P73-J01 Same
Outer Valve Spring 14761-P73-J01 Same
excellent streetable cams are made by Toda, Spoon Sports, Skunk 2 and JUN. The big American companies like Crane and Crower are also getting into the game with their own billet offerings. Crane in fact already offers a radical profile, friction-reducing roller cam and follwer set; they aren't cheap, however. When running other cams, please note that on finger follower engines like Honda's it's critical to run near stock base circle billet cams for long life and proper true to spec valvetrain geometry. Regrind cams just don't work well with these engines. Poor peaky power bands and rapid wear can result from regrinds.
With aftermarket cams, it's also important to run the manufacturer-recommended compatible valvetrain parts, most importantly the springs and retainers with these cams.
Intake and Exhaust Manifolds
A popular swap to gain some additional power is to run an Integra Type R manifold. The Type R manifold is a short, larger diameter, single stage manifold with a larger plenum. It lacks the dual-stage runner system of the B18C engine, and is optimized for top-end power. When doing a manifold swap, you can use either a U.S. Integra Type R or JDM Civic Type R manifold; both work equally well. The only difference is the location of one vacuum fitting on the manifold's plenum, which has absolutely no effect on anything.
The Type R manifold is good for about 6 hp at the wheels at high rpm, with perhaps a slight loss in power below 5000 rpm. The manifold is a direct bolt on the B16A cylinder head and thus works well for any B16A or any Frank engine using this head. It also fits on the rare B17A1 '92-'93 Integra GS-R engine. On the B18C, the flange of the manifold must be extensively modified for it to fit, as only the bottom manifold-to-head bolts line up. There's also a problem with the location and alignment of the coolant passage, this must be welded up and ported for the correct shape. The upper boltholes must be welded up and redrilled in the correct location and the head match-ported to the manifold. After welding, the manifold's head flange must be resurfaced so it will seal properly. After all of this mess, the injectors hang down into the airstream and disrupt flow, making this a poor way to do things.
Skunk 2 has come up with a bolt-on copy of the Type R manifold that bolts right onto the B18C with no hassle. American aftermarket giant Edlebrock is also offering a direct bolt-on B-series manifold.
On the exhaust side, a very effective upgrade is to install the JDM Integra Type R exhaust manifold. This is good for about six more wheel hp over the stock manifold. Interestingly enough the JDM manifold is a 4-1, equal length, tubular stainless steel header. The JDM Type R exhaust manifold fits all B-series engines.
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