Most of you knew about my itr setup, it was a freak.. made awesome power, ran great times...it spun some bearings do to oiling issuses...

I've been so busy with the police academy that i didn't have time to personally build my block on my own.. so the next best thing to me, was ..DonF

The block is a b20b block, endye rollerwave pistons , eagle lightweight rods / crank(89mm)
ACL race bearings.
Blockguarded as well.
JDM ITR tranny w/ 4.9 FD
"REAL" hytech 2.0 liter header

the head is my own build.. GSR head, ferrea high compression valves, Pro series valvetrain, my own port and polish. buddy club cam gears.


pX manifold on a 68mm Power throttle body, 440cc injectors, pro series fuel rail.
3'' exhaust.

more pics to come, this is just for today.. i was cleaning ****

 

 

 

Should be a good build dude, what did your itr setup make?

 

207whp

13.6's on streets with 2.1 60's
full interior integra.


stock c5 block
built head, bolt ons, hytech header, 3'' exhaust.pX manifold alone gave me almost a .2 drop on ET vs a skunk2 manifold.
just street tuned it and went to the track.

 

are those studs ok with the rust on them?

 

they're fine..
they've sat for awhile, i let them sit over night in wd40 and then installed them. Their golden eagle.. rust doesn't hurt anything.

 

Nice build, it woud be sic to get it to move the teg into the 12s.

 

I was reading the post title, 84.5mm-cool 2ltr plus, 12.8cr pro2-big power, then daily driver. Impressive.
What octane are you going to run with nearly 13:1cr?
In Ohio we can get 94 at Sunoco but sometimes they fill the tanks incorrectly. So I wouldn't risk it up my way.
Well keep us updated on this build, something around 240whp maybe.

 

93oct shell vpower is what i will be using
I'll be tuning it, so i'm not worried.. i've tuned 13.0 daily drivers before.. shouldn't be hard with the pro2's bleeding off compression.


This same build with a b16 head and pro1's and skunk2 manifold made 238whp.. i'm hoping for 250+whp.

12.9's ez is all i want.

 

how would you compare the performer x to the victor x?
trying to decide on a intake mani for a similar build Im doing but it will be s2s3's

 

you sure they are bleeding off compression?

 

he performerX manifold is the best manifold out right now, for all motor builds..
Its **** on pratically everything out there, including IB ported type manifolds, and other ****
there's a dyno thread from about a year ago about how well it does vs other manifolds..

the victorX is ment for 2.0+ liter motors reving to almost 10k.. or boosted motors.. short fat runners and a huge *** plenum normally means you need alot of air quick to make the most of the manifold..

 

Personally i'm not worried.. I've tuned plenty of 13.0 CR dailydriven motors..

but yes, these big *** cams do bleed off some computer.. prmiaries are way bigger then stock.. but thats neither here nor there..

 

mine will be a 2.0l that will be revving to about 9k. Im just gonna look for a used what ever eddlebrock I can find.

 

the manifold has proven it self on 1.8 and 2.0 liter motors..

the performerX is by far the best out right now..

I'd get that over anything out..

****, i had a pro series on my itr.. didn't feel like it did after i put the pX on tho.. was a whole different car.

 

Looks like a plan.

What kind of suspension are you going to run to get into the 12's?
Slicks, drag radials, maybe traction bars
Are you planning any trans gear changes once you get it built?

I'm asking this because your 2.1 60' could be a ton better.
I got 2.2's in a stock body'd, about 165whp DC2 on a completely stock suspension, with Dunlop SP9000's. Nothing special, I raced a ton way back.
I have a pair of SI rims waiting for drag radials, 1.9s or better.

 

i have neuspeed springs and struts..3'' drop in front, 2.5'' in the back.

The car ran 104mph trap speed on streets... i ran that time on a open diff GSR..

I never got a good time in the jdm itr tranny. It has a 4.9FD, and i have 215/45/16 falken azenis on there now.. i wont be using slicks.. just street tires. I'm trying to get a 12.9 or lower daily driver.. thats what i'm shooting for.

I should trap 112+ mph this time.

 

well its good to see that the days of being non/semi accurate are still smothering HT.

 

What are you talking about???

Cams with bigger primaries then stock, bleed off compression..

I said i'm not worried about the CR because i've tuned countless 13.0's CR daily drivers down here.
A tad richer fuel and good EGTS and ign tuning will show you can run a great amount of CR on pump gas.. Thats if you know what your doing, like me...


Its good to see, that assclowns still post nonsense that dont make any sense..

 

lift or duration?

saying a cam is "bigger" than stock isnt telling anyone anything about bleeding compression.

maybe if we had information on crank degrees in which the intake valve closes then maybe we would get somewhere. But simply saying that just because the cam is bigger means that it bleeds compression is not entirely accurate.

without specs on the cam and knowing the closing time of the intake valve then you cant possibly tell me that a "bigger" cam technically means that it bleeds compression. It just doesnt make any sense.

you have 4 cycles. The intake valve opens near TDC as the piston begins its way down the bore, it closes as it nears BDC and the piston starts making its way to the top of the bore to compress the air and fuel (both intake and exhaust valves should be closed unless you have late intake valve closing which would then in turn mean late opening). The spark plug ignites the mixture with both valves closed. As the piston nears BDC, the exhaust valve opens. It remains open until the piston nears TDC and you encounter valve overlap as the exhaust valve closes and the intake valve opens. So tell me where it makes sense that a "bigger" cam bleeds compression?

What makes sense is that a bigger cam is going to have a greater lift and typically a longer duration. This will most greatly affect the valve overlap areas and is the reason why cam timing with the pro2 cams is so vital (the ramp speed of opening and closing are quite a bit more aggressive) to having and setup that doesnt kiss the valves.

please proceed in aiding this forum with a half *** decent thread so people can actually learn something instead of looking at pictures.

 

lmao.. your an idiot dude.. you have no idea.. about anything..

 

then inform the masses with your expert knowledge of internal combustion and valve lift profiles that i'm an idiot.

I'm listening.

 

Could have fooled me bro..
After ccing the head, and pistons, stock CR measurements are aquired.. Because of each turn of the crank, each opening of the valve, a certain amount of CR stays static... When you put a bigger cam, in, it automatically means the valve stays open longer.. the duration of the lift, is LONGER.. it bleeds off compression, its again, a simple process..

point of these thread wasn't to educate anyone, it was to show off a build.. if people wanted specific answers, they'd ask questions.. you asked if i was sure they bleed off compression, All cams bigger then stock bleed off some type of Cr, whether its .2 or .4 depends on how big the primaries are.
Because someone has experince in this situation, and say its true, and you do not, doesn't mean they're wrong, your ignorant since i was last here, is obviously still revolving around you.

i wont waste the rest of my time trying to explain to you, what i know is true..blah in other threads, not mine.. now get lost, kid.

 

Overlap and Compression- A very common idea, although for the most part incorrect, is that overlap bleeds off compression. Overlap, by itself, does not bleed off compression. Overlap is the angle between the exhaust closing and intake opening and is used to tune the exhaust's ability draw in additional intake charge as well as tuning idle vacuum and controlling power band width. Cylinder pressure is generated during the compression cycle, after the intake valve has closed and before the exhaust opens. Within practical limits, an early intake closing and late exhaust opening will maintain the highest cylinder pressure. By narrowing the Lobe Seperation Angle 'LSA' for a given lobe duration, the overlap increases, but the cylinder pressure can be increased as well. Thus cylinder pressure/compression can actually increase in this scenario, by the earlier intake closing and later exhaust opening. By increasing duration for a given LSA, the overlap will increase, the intake closing will be delayed, and the exhaust opening will occur earlier. This will decrease cylinder pressure, but the decrease/bleed-off of compression is not due to the overlap, it is due to the intake closing and exhaust opening events.....i'm not here to educate you, i'm here to show off a build.


Again, longer duration and bigger lift together, bleed off compression.