Whats up????? Anyone know of a GSR running 13's all motor? If so, do you know the set up? Thanks

Current Set up: (no time slips yet)

AEM CAI
Cam Gears
Under Drive Pulleys
DC 4-1 Header
Test Pipe
Greddy BL Exh
Skunk2 ECU
Skunk2 Intake Manifold
Portflow Inner Springs
ITR Cams (int/exh)
B&M Fuel Pressure Riser


[Modified by pimp108, 5:17 AM 7/18/2001]


[Modified by pimp108, 5:22 AM 7/18/2001]

 

yeah I DO.

No sorry thats no enough stuff.

Mill head use ITR pistons port and polish and maybe with some tuning youll see it


[Modified by TIGER UPPERCUT, 9:18 PM 7/17/2001]

 

what else............what do you recommend???????????

 

Type R Intake Valves, JDM ITR Pistons 11.5:1 Compression, and some headwork 13's No problem

 

i take it you have the GSR that runs 13's...........what is your best time?

 

hey i know this a little off topic, but my buddy with a Type-R.. with very little mods is doing mid 13's all day everyday. He only has a PowerFC, Cam Gears, Straight Through N1 exhuast, high flow cat, FPR, JDM 4-1 header, K&N intake. NO CAMS.. but alot of tuning.

 

Chris at Prospeed runs a B18C1 in his civic that makes in excess of 194 whp all motor which does not run excessive compression nor does it use big crazy Toda cams (ITR cams). The head has some trick racing headwork and the quench area/port size/valve angles must be a work of art. The intake is trick. A 4-1 header is used. I don't think Chris will divulge more than this in terms of detail.

Tony the Tiger has not dyno'd his GSR but based on the acceleration elapsed times he is deep into the low 13's if not into the high 12's all motor. Now his approach was big compression (Endyn Rollerwaves and 12:1..maybe 12.2:1), big cams (Toda B's), big Hi Tech header.

I can tell you that there's more than one way to skin a cat and the endpoint of 13's all motor is not so much dependent on the accumulation of parts (although important is not the only ingredient) but more on the quality of assembly and tuning experience. Tuning goes a long way.

Secondly, suspension/traction and gearing play a bigger role in doing 13's than people emphasise here. Aerodynamics also begins to paly a role (if you have a big *** nonadjustable rear wing...lose it).

So, planning to copy someone are we? Get to know a good tuner first.


cheers

 

Yeah...look at Tony the Tigers setup....very interesting with a lot of effort and dyno time. He should be in the high 12's...if not faster.

 

Im sorry but Tony the Tigers Teg is soooooo cool I love that GSR.

 

hmm i wonder what a type R would pull with Tony's mods?(E.T. and what not)

 

hey N1 spec
when u say alot of tuning what exactly did he change with the apexi ecu
also where those times with slicks?
thanks


[Modified by ITR 99, 10:57 PM 7/18/2001]

 

Well,

I think a Type R would run just about the exact same times as Tony. Why would it run any differently???

If you take a B18C1 or a B18C5 and replace the pistons, rods, balance the crank, get headwork, new cams, new valvetrain, Skunk Manifold on GSR and ITR manifold on ITR, why on Earth do you think there would be any difference???

Tony even has an ITR tranny. Tony has some suspension mods, but not sure on details.

At this level of modification what do you think is going to be better about the ITR, the 50 lbs weight savings???

FB

 

A friend of mine ran 13.80s with the following mods...

ITR cams and transmission
AEM cam gears and intake
DC 4-1 US collector header, no cat and GReddy exhaust
Weight reduction
Slicks

 

FB,

have you got GG broken in yet? if so, how is it? i took a peek at it when i was down at dave's shop a few weeks ago, looked really good, but frickin' filthy. hope you've given that thing a bath.

how's the JDM final drive? i'm really interested in getting that . . . maybe i can convince dave to install it for me, as i'm terrified of opening my tranny.

peter

 

Actually Berkel, some say that the GSR head flows alot better than the type R head. So if that is true, than I think that there is another factor.

 

Hi,

I have heard that too, well I think the GSR head may flow better, but the ITR head has better combustion properties? Anyway, once you do enough headwork, I think the questions is moot.

I was just pointing out that I don't think there would be a difference once you get to that level of modification, right? Once you rebuild the bottom-end and head and all the other stuff at that point, any advantages of the stock ITR are gone engine-wise. The chassis may be stiffer blah blah blah, but I doubt an ITR with those mods would run much different.

Peter, GG now has ~1200 miles so she's broken in. Dave washed her, but I want to keep her nice and dirty to scare off potential thieves heh.

Car feels strong, and the gearing is prob the best part so far, if you can deal with the revs on the hwy. Nice thing is that I can just leave it in 5th and get roll-on passing power. I guess this is what TQ would be like, lol.

There is definitely tuning to be done. I haven't worked out the plugs, the A/F stuff, or the cam gears. Car idles VERY WELL, but I've been told that this is a sign that there is more power to be had from the Todas. For example, I can make more power with diff cam gear settings, but I'll prob lose the nice stable idle.

I'm currently at +1/-1, but I'm thinking I would try +2/-2 and see how it works, or +2/-1.

Take care,

FB

 

lol . . . i keep my car pretty dirty (outside), but it's still yellow, i can't do much about that...

haha . . . what revs are you at @ 80mph? i'm at about 4500rpm, which isn't too bad . . . i'm used to it. i'm more interested in the acceleration in 1-2-3...

yeah. i dunno about the todas, i want to get a set of cam gears and a VAFC and start tuning from there . . . i think i can get some decent power out of the stock ITR cams... too bad i can't make it to the mass dyno day . . . damn!

 

My friend's gsr runs 13.7 with just a jdm b18c gsr motor with a skunk2 intake manifold, fuel pressure regulator and open headers on slicks.....but the motors in a hatchback.....