Its gonna be a while before I can go FI so I thought I might as well get my head P&P and get some cams and what not.

I was reading the September issue of Turbo magazine, in the back, on p. 102, at the bottom, and I came across R&D Dyno Performance Center's CNC-machined cylinder head. They have applications for the H-series.

I went to the site and it says their heads have a 20hp guarantee and the head comes ported and i believe it comes with cams, cam gears and i think head studs...not sure...i might contact them when i get close to enough money.

My question is would it be better to go with this package than just pulling my head and sending it out to get P&P'd, install cams and cam gears and what not? It would cut down on the down time since i wouldnt have to wait for my head to come back from a P&P job.

Also, what would you think about this setup with some TypeS pistons and a 75 shot of nitrous

Oh, and would this head be good for a JRSC or Turbo, minus the cams, which i would change to some turbo cams or something like that

Let me know your opinions and feel free to add any comments

heres the site if anyones interested....

R&D Dyno

 

Ya, I would recommend you P&P the head. R&D does awesome work on their heads.

As for the Type S pistons and 75 shot, it's possible, but 11:1 compression is damn high for nitrous. I would make sure you tune it (like up the fuel a couple lbs, retard the timing), and also depends on whether its wet or a dry system. I would recommend dry system on that high of compression though.

Turbo or JRSC, the head will be good, but for 11:1 compression, I dunno about that. That's very high for boost unless you are sleeved and plan on boosting 5 psi

HTH.

 

lol

ill most likely end up going turbo and having the motor built

but if i do go JRSC, i dont see why the 11:1 would be a problem...thats the CR on a JDM H22 and a fellow member on PO had a JRSC on his JDM motor and had very nice #'s @6psi

 

oh its a replacement head, you swap out your old one and put the new one in....save on down time....i guess when i get close to enough money I'll give them a call and ask the $$$

 

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

ill most likely end up going turbo and having the motor built

but if i do go JRSC, i dont see why the 11:1 would be a problem...thats the CR on a JDM H22 and a fellow member on PO had a JRSC on his JDM motor and had very nice #'s @6psi</TD></TR></TABLE>

the compression on a regular JDM H22A is 10.6, the 11:1 compression your talking about is what a Type S H22A has. and yes, the member on PO is putting down some nice numbers, last time i checked he had about 257whp, but this is also due to good tunning, i believe he was using a Cartech FMU.

 

ahhh whats .4 more lol

and yes i know tuning is the key, you dont have to tell me that
my problem would be trying to find someone that acutally knows what theyre doing around here

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MugenPoweredLude &raquo;</TD></TR><TR><TD CLASS="quote">ahhh whats .4 more lol

and yes i know tuning is the key, you dont have to tell me that
my problem would be trying to find someone that acutally knows what theyre doing around here</TD></TR></TABLE>

P1 auto is just in Charlotte....

 

I would pay attention to that .4 compression if you're boosting
the lower the compression the more you can boost

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by caLiH22A &raquo;</TD></TR><TR><TD CLASS="quote">

the compression on a regular JDM H22A is 10.6, the 11:1 compression your talking about is what a Type S H22A has. and yes, the member on PO is putting down some nice numbers, last time i checked he had about 257whp, but this is also due to good tunning, i believe he was using a Cartech FMU.</TD></TR></TABLE>

Thats a hell of alot of money for 257whp, a Type S h22a and a JRSC, id shoot myself if i spent that much money and heard you can make 250whp with a $300 F22b1 and a turbo kit around 10psi lol

 

^^^if you read my other posts, you would know that when i turn to the dark side i will be building my motor(lower compression)

charlotte is too far

i might give RPMNYC a shot since i still have my house in queens, ny

 

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

Thats a hell of alot of money for 257whp, a Type S h22a and a JRSC, id shoot myself if i spent that much money and heard you can make 250whp with a $300 F22b1 and a turbo kit around 10psi lol </TD></TR></TABLE>

im not too sure on this but the only reason he has the jdm is because he had to replace the stock one....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by poison &raquo;</TD></TR><TR><TD CLASS="quote">As for the Type S pistons and 75 shot, it's possible, but 11:1 compression is damn high for nitrous. I would make sure you tune it (like up the fuel a couple lbs, retard the timing),
HTH.</TD></TR></TABLE>

no its not, n2o loves high compression. talk to laughinxxx if you want to know the limits of n2o. it is high however if you plan on boosting, but you said you would rebuild.

but the price of this head package has to be close to what it would cost to slap a turbo kit on you stock engine. then save up to rebuild it. you end up saving a lot of money if you pick 1 route and go w/it, building it over time, insted of changing half way though.

 

i doubt it would cost the price of a turbo kit

 

prob not that much, but a pnp, cams, cam gears, done right is prob. about 2 k. then add in the valves/springs/retainers need to run the big cams.

a turbo kit can be had for 2500 new from the right people. add in another 500-1000 on a fuel system depending on how good you want.

 

well if its anywhere near the cost of a Revhard kit and a AEM EMS, then I'll spring for the turbo, although, I really dont want to boost on stock internals, now matter how good my tuning is...but then again i been itching to convert to the dark side

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote">prob not that much, but a pnp, cams, cam gears, done right is prob. about 2 k. then add in the valves/springs/retainers need to run the big cams.</TD></TR></TABLE>
He's right about the headwork you know, OVER $2k easy once you factor in everything. I'm still going to do it because the P&P/valvetrain expense will benefit anything you do, N/A or FI, I just won't be able to use the same grind cams if I boost it later.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MugenPoweredLude &raquo;</TD></TR><TR><TD CLASS="quote">well if its anywhere near the cost of a Revhard kit and a AEM EMS, then I'll spring for the turbo, although, I really dont want to boost on stock internals, now matter how good my tuning is...but then again i been itching to convert to the dark side </TD></TR></TABLE>
You don't need the AEM unit to boost, you can get Hondata for half the price. Hell there's a turbo B18 Civic in this month's SCC w/316 whp on 91 octane tuning with a FMU and a V-AFC. That rocks.

 

dumb question, is he refering to the dark side as not going all motor or something? like as in FI?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by mikeaagesen &raquo;</TD></TR><TR><TD CLASS="quote">dumb question, is he refering to the dark side as not going all motor or something? like as in FI?</TD></TR></TABLE>
I think he means going FI, but if he says "Luke, I'm your father!!!" then I could be mistaken.

 

I want to go with the AEM EMS because i was told that its easier to setup for a turbo car by a couple of people....

i might go hondata, depends who i go to when the car needs tuning

and yes the dark side is refering to going turbo