The engine is completely stock. Which should I spend the money on first, different cams, or the 3 angle job on the head?

 

What motor is this and are you tuning with anything? What are your current mods?

 

It's a B16 that is completely stock, with no mods.

 

If you go with new cams, you will need to tune to see the full potential of them so do not forget to factor in that cost for the cams. Also, the cam you buy will determine if the valvetrain will also need to be upgraded.

What are your goals in this setup??


Modified by Dark@Powers at 10:00 PM 6/11/2008

 

What is your budget? What car is this in?

 

This is the first time I have tried internal mods like this, so my goal is to see how much of a difference these mods will yield. I suppose I am experimenting more then anything.

I would like to have more mid-range power. I think that the engine has enough top end power. This is a B16A2 in an Si, that is basically all stock.

It seems like for all the cams I have seen they say their springs and retainers are required. There are one or two that say Type R springs are fine with their retainers, except they cost almost as much as the springs from the cam companies.

The plan is to eventually get the head work and the cams, I was only wondering what would be better to try first.

 

They compliment each other.

Cams first.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Combustion Contraption &raquo;</TD></TR><TR><TD CLASS="quote">They compliment each other.

Cams first.</TD></TR></TABLE> Thanks. Do I have to get a chipped ECU with the new cams?

I realize to get the most out of the cams a programmable ECU is required. However with the the stock ECU shouldn't I still get most of benefit of the new cams?

 

The more aggressive the cam, the more it will need to be tuned with programmable software like Hondata. The more aggressive the cam, the stouter the valvetrain will also need to be, so it doesnt end with the purchase of the cams.

 

If it were me, with a stock SI and looking for midrange...

1.) 3" short intake arm, BP velocity stack and filter
2.) KEEP your stock IM/TB(if you want midrange)
3.) Edelbrock header with 2.5 collector mod, or if you have the $$ - Toda.
4.) Conversion harness/P30 with S200/Crome/Neptune
5.) SMSP 2.5 cat
6.) T1-R/K-Tellar 2.5/SMSP 2.5 into Magnaflow
7.) Tune.

8.) BC3+ cam(midrange) or S2S1/RM M21/Toda A for top end/drag racing. Rec. RM SL/Super Tech VT for and cams mentioned above.

 

Are the different brands of headers that different? I was thinking about getting a DC Sports header because the price is not bad.

The only question I have about the chipped ECU is that it requires a switch to OBD1, and wouldn't that cause me to fail the emissions test?

In Illinois all they do for the emissions test is hook the cable up to the OBD2 socket and check everything is working. It is only on the pre ODB2 cars where they actually sample the exhaust.

If they can't get a reading from the OBD2 socket they fail you automatically. In years past they used sample the exhaust to see if you would pass. I read that they no longer do that.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by bsmith100 &raquo;</TD></TR><TR><TD CLASS="quote">
Are the different brands of headers that different? I was thinking about getting a DC Sports header because the price is not bad.
</TD></TR></TABLE>

O yes yes, definitely. Headers are very different and important to the setup you want to run.


This article can probably sum up everything better then I can:
http://www.team-integra.net/se...ID=50

Give you an idea on differences between companies and their headers;
http://www.team-integra.net/se...D=554

 

what the hay, here is something I just wrote in this thread:https://honda-tech.com/zerothread?id=2319879

debating on the differences between 4-1, 4-2-1....


In THEORY , 4-1 headers WILL make more power at higher RPMs with a sacrifice of midrange, compared to 4-2-1 headers that make more Midrange powers with a sacrifice at higher RPMs. 4-1 headers WILL also have peak torque occuring at higher RPMs when compared to a 4-2-1. Or so this is the theory we have all come to learn right? Keep in mind tho, this is in THEORY..... how much of a difference the header layout will actually display on a dyno is negligible on a stock car. As for a built car, I have not seen a comparison between the two headers, of the same company (to keep the variables at a minimum), to warrant a conclusion, so I'll keep my mouth shut on that.

As you might hear, this idea has become obsolete, NOT contradicted, with the introduction of the Tri-Y header, which provided the long tubes of 4-1 headers with a 4-2-1 layout.