Yep, #561 finally got to show us what she's got.

Motor:
Internally stock b18c5 with 104k miles
4-2-1 header (dented) with 2.5" collector, 2.5" resonated test pipe, 2.25" magnaflow catback
AEM CAI
8lb flywheel
10% leakdown on #2, 12% leakdown on #3 (I knew going in she was soft)

Best pull was 165hp/117tq at the wheels on a dyno jet with timing fully advanced running 93 octane pump gas. With timing set to 18*, best was 159/113.

Needless to say, it's time for a rebuild. The motor is going through 1L of 10w-60 oil every ~500 miles. On synth 5w-30 it would go through 1qrt in 8 60 second autocross runs. So, a couple of questions....

1) What kind of power would you expect a simple set of bolt ons like I have to make if the motor were healthy?
2) Should I just put new rings in, or should I yank the whole thing and build it at .010 over?
3) Is there much power to be found with freshening the head up? I'm limited to decking it only .010, I can only port 1" into the head and I have to use the OEM valve seat/angles.
4) Anybody want to give me a fresh, strong motor?

Thanks in advance!

 

A new shortblock from Len is ~$2628. I would definitely compare that with any shops you speak with on a rebuild.

 

Shops? I'm tearing this thing down myself. I only use a machine shop to bore the block and I send the head to Import Machine in Framingham, MA. All assembly and removal/installation is done by me.

 

Nate, my STX car was putting down high 18x's on a dynojet. Depending upon what we did, it would be 186, 187ish IIRC.

DSP is way more free in terms of an ECU, and you can even use camgears. And there is certainly power to be found in the head, even though Honda massaged it from the factory.

A DSP ITR should certainly be in the low 190's if the tuner knows what they are doing.

My R, bone stock, was ~170hp @ the wheels if you want a measuring stick. Of course the 00-01 had a slightly hotter intake cam.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Todd00 &raquo;</TD></TR><TR><TD CLASS="quote">A DSP ITR should certainly be in the low 190's if the tuner knows what they are doing.

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A DSR R would be rare, but interesting. I wonder what size Hoosiers they could fit with a few 'tweaks'.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Utilitarian &raquo;</TD></TR><TR><TD CLASS="quote">

A DSR R would be rare, but interesting. I wonder what size Hoosiers they could fit with a few 'tweaks'. </TD></TR></TABLE>

275/35/15's. There is no other way to do it if you want to win.

 

my old stock B18C5 with 120k km was burning oil crazy like yours : burn 0.8 liter 15w50 oil every 400 kms
I didn't run autox while it was burning oil crazy so i had no clue how bad it would be if i took to autox like that

well, i am going to rebuild the stock B18C5 and swap it into my daily civic
the head and bottom are fully rebuild
(new rings, seals, gaskets, valve guides/seals, exhaust valves) but with stock bore piston since the cylinders only need to hone for my bottom end.
it is still in piece so i have no clue how it runs after the rebuild
but if everything works well, it should be a strong motor again

btw, the machine shop that works on my engine rebuilt suggest to use bronze valve guides because it is stronger and they can get it fit perfect, not like stock valve guides may not completely fit perfect...

 

Sounds like your comp ring is wearing and your oil control ring is far worse. Oil control ring inefficiencies won't show up in any tests other than oil consumption.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Utilitarian &raquo;</TD></TR><TR><TD CLASS="quote">

A DSR R would be rare, but interesting. I wonder what size Hoosiers they could fit with a few 'tweaks'. </TD></TR></TABLE>

275/35/15's up front on 15x9.5" Keizers. 205's out back so I didn't have to rape the stock tub. Front fenders are cut.

Thanks for those numbers Todd. Cam gears aren't legal in DSP though. Cam gears are only legal on cars that don't employ some time of variable valve timing or lift. Basically, tossing the non VANOS, VTEC, VVT-i, etc. cars a bone.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by solo-x &raquo;</TD></TR><TR><TD CLASS="quote">


Thanks for those numbers Todd. Cam gears aren't legal in DSP though. Cam gears are only legal on cars that don't employ some time of variable valve timing or lift. Basically, tossing the non VANOS, VTEC, VVT-i, etc. cars a bone.

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Really? Although this doesn't surprise me as the classes are full of rules that handicap some models or rules spelled-out that make little difference. Although adjusting boost is legal. Go figure. The more I'm around the SCCA the sillier their rules seem.

Wonder if the **** knew that with cars like the RSX, you can change cam timing, on the fly, any way you want via ECU. And I wonder if they knew that on traditional vtec motors, cam timing is static and only adjustable via mechanical (aftermarket) means.

Glad ST isn't the only class full of silliness.

 

I've got a factory long block I could sell you pretty cheap. PM me for details... Like sub $3200 cheap.