hi i have a civic 1.8vti
when i first got the car it showed 127wbhp!!
so with the usual service i thought the cat might of been blocked so added a 4-1 manifold and de-cat, added a KandN filter in the wheel arch to keep it away from heat and now its making 144wbhp,



any help please the valve clearances have been done and it got rid of the dips,

 

did a compression test,
1,200psi
2,185psi
3,200psi
4,200psi
so got the engine out and in bits as i got itr pistons,cams,valves, valve springs etc. it also was burning a fair bit of oil too,
anyways i found that the stem seals were bad rings didnt seem that bad,









with the cams out i poured petrol in the ports to see how well the valves were seated and, 1 inlet valve had a slight leak,
4 exhaust valves were leaking bit worse.

at a guess!! due to the valve stem oil seals leaking i would of been losing power at the top end??
Zak

 

I think worn rings would cost you more power than leaking valvestem seals...
I think those Dynos are known for reading low, so dont sweat the #'s...
I hope you didnt tear down the engine based on the dyno numbers themselves...

 

it was burning too much oil for my liking and managed to get hold of ITR pistons,cams,valve springs+retainers,and inlet valves
i have sent off the bottom end bits to get balanced,

 

correct me if Iam wrong but the b18c4 is out of the rover like civics sold in the uk right?
and its the equalivent of a b18c1 thats sold in the U.S which rated at 170hp right?

if thats the case I always thought that the gsr vtec switchs to its high profile cam at 4400rpms which is visible on your graph but one thing you dont see is the butterfly opening up at 6000 rpms? if it had it would have given the hp figures a bump would it not?

maybe thats what it is missing causing those numbers,you can easily see that something isnt working right beyond 6k IMO!

 

yes your right there mate
the butterflies do open though
Zak

 

my civic is the aerodeck,
it was as quick as my mates ek4 vti
well im getting acl bearings and some piston rings in the next few days
the crank is getting knife edged
the machine shop are looking in to making the spoon fly wheel bit lighter,
so the new spec of the engine will be-
lightened and balanced bottome end, (crank pully, crank,rods, pistons fly wheel, clutch cover)
p72 rods
jdm p73 pistons
spoon fly wheel
ITR inlet valves
ITR cams
(all ITR bits from a <50k miles 98 spec)
80 grit on the inlet ports just to clen them up and try not to take too much out
polish up the exhaust ports and valves
p72 inlet manifold maybe gas flowed
62mm ITR throttle body
2inch exhaust to keep it quiet


anyone roughly know how much power and torque i should get?
surely its been done before.
Zak

 

well you can see from the above pic how much has been taken off the crank,aprox 1kg
im wanting to use total seal piston rings if there worth it and make a good difference,
Zak

 

got the total seal piston rings now,
between us we have managed to bugger the itr pistons trying to fit the grudgen pins
and due to time only pistons i could get hold of were the ek9 ctr
still got to wait a week more for them.
a few folk on here have used these on there b18c1 wwith no troubles as such as piston to valve issues or contact with the head,
but will i have any problems with the-
p72 head
pct pistons
itr inlet valves
oem head gasket
the head has not been milled.

i will clay the engine but any help so i can pre order the thicker head gasket
many thanks
Zak
ITR inlet valves,


new rings,

 

You might want to do a bit more research on PCT pistons with a gsr head. There are countless threads on here explaining why it wont work with a stock(or thinner) headgasket. By the time you get a thick enough headgasket to save your head from getting pct imprinted on it your static compression will be almost the same as where you started. IMO you should've found some more p73 pistons. And get rid of those ACL Race bearings.

 

i have done a fair bit of reading over the past year or so and maybe a hand full of folk from a 100 say they had no problems,
not that it makes a difference but the new pistons are oem,
i wont mind using the gsr cams if the valves are close
we can get 99oct fuel from the pumps so that not a problem
i want to see for my self what i can get away with
id like to have 12-1 C/R min

 

well i have gone with the jdm itr pistons after all, playing it safe for now and can raise the C/R with milling the head 2 layer H/G and some high comp valves etc,






should have the head back tommorrow with the valves cut/seated should have it fired up tommorrow night

 

its alive!!
with moving i wont get many miles on it till new year,
its quiet it runs and it sound lot better

 

nice build. but if you could get 99 oct pump gas.i would of went with the ct-r piston. i ran the set up with a gsr block and stock gsr head with stock head gasket with skunk2 pro 1 cams with no problem logged over 60k on my build.