Well, I've got a really tired and really beat on b17 in my RS DA. The compression test I did shows really weak compression in all cylinders (cyl's 1-4 as follows :88, 72, 85, 115) Ya I know!!! I think number two is just about dead as I can pull the plug wire at the dizzy cap while its running and it barely hs any effect. Anyways, the motor hates to start (I have to unplug and plug in the main relay about 5-10 times before it catches.) Once it starts, it stays running. Thing is, my distributor timing is all the way clockwise (can't go any more forward). It won't stay running if I put the timing to where it's supposed to be, lol. Also, my Idle adjustment screw is almost all the way out too. Oh, and lets not forget that i had to put some tension on the throttle blade by tightening my throttle cable. (I have to have it idle at around 1400 or 1500 at Normal Operating Temp (NOT) I have to do this, or it won't run.

Ok, so, my engine hates low rpms. But loves it up high (past 5500). Vtec engagement is almost non existant (although I can surely hear it!!). If it weren't for my YS1 GSR trans, I'd be super slow. A single cam vtec 4 door can keep up with me!!

Ok, here's my plan. Rebuild time!! I've done some research and I found that the only difference between b17 and b16 is that my b17 has a 4.4mm longer stroke. The engines use the same pr3 head. I've also found that if I use stock USDM PR3 pistons with stock everything else, my compression ratio would be 10.73:1 using a 3-layer gasket, or 11.03:1 using 2-layer. Or if I went JDM P30 pistons, my ratios would be 10.94:1 & 11.25:1 with 3-layer and 2-layer, respectivley. Now, what I don't know, is if I would have sufficient clearaces with my valves or not. Can anyone help me? Also, since I am rebuilding my motor, I thought it would be wise to rebuild a second cylinder head, and get some better breathing out of it. I was going to port match, and smooth out the runners, and clean up and deshroud the valves. What I am undecided on is using aftermarket springs and retainers. Is it wise to do so? I want to raise my rev limit to about 8500, maybe even higher (maybe I can't with stock rods/pistons?). And one last thing, which OEM B-series Cams should I be on the lookout for? Type-R?? Or should I go aftermarket? Oh yah, and I'll be using OEM Honda bearings!! Haha, sorry all you ACL fans.

One last questions, what should my bearing clearances be?? I have to get a manual yet, sorry.

This is my 5th Honda, and my first vtec one!! Lame huh? I'm looking to keep the costs down and use as many OEM parts as I can to get about 185 Horse at the Crank. I'm not looking for a lot of speed, I have a bike for that. I just want something that's fun to drive. Except that I can't keep the rpm's down even if I tried!! Curse-ed YS1 and your short gears!! (5K at 80 mph!!)

Thanks everyone for your help.

 

Ok, here's what I would do.

RS machine ITR pistons
Re-condition the rods
OEM or ACL bearings. shoot for 0.0018" clearance on the main and rod bearings
Bore and hone to the next size up. stock P-W clearance 0.0015"
valve job from CC or pure tuning
Aftermarket header not DC sports
Supertech VT
Skunk2, BC, RM, 12 mm or better lift for cam shafts
Competent assembly


Given that you are in Wisconson, call the folks at King Motorsports. I'm 100% positive they can help you reach your goals.

 

What do you mean "re-condition" the rods? Do you mean, have them shot peened? Yes, it definately needs a bore and hone. and what is "supertech VT"? i know supertech makes valves, retainers and springs. I take it VT means valve train? With those pistons, is there sufficient valve-to-piston clearance? I'd prefer to get some sort of OEM pistons (PR3, CTR, ITR). I'm definatley going to document this entire build!! Photos and Video with a good write-up, followed by a proper engine break-in, then a dyno run. Thanks bro.

 

I think he means that the B17 rod might need to be shaved/machined to fit within the an ITR piston. Shotpeening wouldnt hurt, but isnt nessasary IMO.

 

Re-conditioning a rod does not mean shot peening. Take a moment to look it up and you will find some good net articles on the subject.

Yes, VT is short for valve train.

RS machine pistons are cast material. Thus, I gave you stock clearances. There are many people running those pistons with a lot of success. Also, they are cheaper than OEM and can run on b16, LS, or GSR/ITR rods without the need for machining.

Finally, proper break-in would be on a load control dyno.

 

Good info, learn something new everyday.

 

Bump. Anyone else have some advice?

 

I just put pr3 pistons n my b17 and it scoots. Pr3 or P30 pistons fit the b17 rods with no modification and puts compression right around 11:1. The biggest downside to the b17 in my opinion is the compression it lacks, so pr3 or p30 pistons would be the best upgrade for the money if going all motor.

 

From Katman:

 

I ended up going with the USDM ITR pistons .25 oversize. I'm just about ready to get this thing running again. Just waiting on a few parts from honda.

 

you and i both except i went with the p30 pistons(std) and 2 layer headgasket. However since acl rod bearing are on international back order I am gonna have to get the clevite rod bearings instead. Just gotta go get the rods from the machine shop and order the bearings.