Ok i got an itr im about to get the bigger cams and the springs and retainers and headers bla bla bla....to try and beef up my head...cause i don't like the performance from it right now.....

IS PORT AND POLISHING WORTH IT


CAUSE ITS LIKE BETWEEN $400-$600 BUCKS

 

yes it is worth it....might as well do it when the head is in peices...the right headwork can change your motor from a good motor to a great motor

 

What.......are you really asking this?

 

probably not worth it unless you are sending it out to a reputable shop that KNOWS how to improve flow characteristics of these particular heads. also, I dont think the head is a bottleneck unless the motor is fully worked and built from the ground up. even then, I would probably just polish with very little porting. Just my 2 cents.

 

i mean im being honest i don't know anyone that has ever got there head ported and polished so i never knew how much of an effect it had.....and still most of it is hear say....but im really considering it if you can feel the difference

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RTW DC2 &raquo;</TD></TR><TR><TD CLASS="quote">probably not worth it unless you are sending it out to a reputable shop that KNOWS how to improve flow characteristics of these particular heads. also, I dont think the head is a bottleneck unless the motor is fully worked and built from the ground up. even then, I would probably just polish with very little porting. Just my 2 cents. </TD></TR></TABLE>


well i know the place is reputable....just from what i've read....they have magazines with little articles of the people that have been there and the number differences.....the guy that works there told me he had a z28 corvette go from 325 to about 450 from the port and polish and some new cams.....BUT THATS A CORVETTE

 

&lt;&lt;&lt; ported head, but by a low budget shop and other work done at the same time so I never got to see a "back to back" difference of just porting the head. I still think its over kill unless the motor is fully built with big cams and a lot of compression.

contact Importbuilders.com and talk to those guys

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RTW DC2 &raquo;</TD></TR><TR><TD CLASS="quote">&lt;&lt;&lt; ported head, but by a low budget shop and other work done at the same time so I never got to see a "back to back" difference of just porting the head. I still think its over kill unless the motor is fully built with big cams and a lot of compression. </TD></TR></TABLE>


WELL IM GETTING THE JUN 3'S IF THOSE ARE CONSIDERED TO BE BIG I DON'T KNOW.....AND LIKE I SAID IM DOING SPRINGS AND RETAINERS.....BY THE WAY I WILL HAVE SOME TODA A'S FOR SALE VERY SOON....

 

https://honda-tech.com/zerothread?id=175564

https://honda-tech.com/zerothread?id=126166

https://honda-tech.com/zerothread?id=116005

https://honda-tech.com/zerothread?id=101042

https://honda-tech.com/zerothread?id=89948

https://honda-tech.com/zerothread?id=77218

https://honda-tech.com/zerothread?id=484398

As for the person asking, please learn to use the search feature, there is SO much info on this site.

If these can be added to the FAQ It would be benifical, thanks!

 

What does it hurt to ask.....i want some updated responses....it really isn't a bad question......i mean sh*t damn near everything has been talked about at some point....so what can someone ask?

 

why talk about anything thats beaten to death, Just read the info and then once you have soaked it all in and still have a question or comment please feel free to post it. But asking such a broad question is

And your going to tell me you read all those links before I put them up?, Com'on...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bbasso &raquo;</TD></TR><TR><TD CLASS="quote">why talk about anything thats beaten to death, Just read the info and then once you have soaked it all in and still have a question or comment please feel free to post it. But asking such a broad question is

</TD></TR></TABLE>

I hear you

 

If you have knowledge of what honda does from the factory, you would understand that it is difficult to improve on the ITR head without knowing why.

The main increase in power will come from the angles on the seat. The ports are big enough as it is. The plan is to get the air to break around the valve at the proper lift range. It helps to hang in an environment where you can osmose this kinda info. It has 100% to do with all the parts attached to the car. If you have a
JDM header at the least you might see a difference, if you have engine management and you know how to tune your R, you might see a difference...

With the right cam for YOUR motor, the right angles, a bit of cleanup about 11:1 CR a decent intake, header and even the stock exhaust... you might see 190 tuned well with hondata/uberdata/crome, etc. You can do all this... or get a decent header, keep all the internals stock tune with VAFC and camgears and see about 185 or so. I would reccomend Hytech... do the math: 1300.00 for the header, 160 for camgears, VAFC or s200 hondata is like 200+ 200 tuning. Thats about $2000.

With this combination you can see about 190ish on stock cams and compression.
THATS ALOT. That would also be using almost all the injector, but you will be fine.

Or you can do this:
cylinder head porting $1200
valvetrain bits with cams $750-1000
JDM ITR header, DC etc 2.5" $160, testpipe $40, fab
camgears $160
VAFC $200 or hondata s200, or VAFC with chipped P28with harness...
you get the idea.

You will see a difference with a ported head if and only if you remove the restrictions from a motor that WANTS to make more power. Making power isnt about adding parts, its about finding the restriction and removing it.

 

^^^damn thanks for the insight!!!!!!!!

 

np ht

 

i think im going to hold off on getting my head ported and stuff....simply because i don't think i'll see the benefits until everything is beefed up enough

 

Good idea.

You will definately see gains if you switch to FI or high compression, bigger bore. But for the stock 1.8L with even mild compression, the velocity is so good from the factory ports that porting and even polishing can actually screw up your velocity and negatively affect power. As mentioned above, the best improvement you can make to your head at this point, would be simply cleaning up the casting imperfectiongs like the lips found around the valves. Port matching is also a bonus, but that usually happens to the actual bolt-on, not the head, so matching your IM to your TB will be just as, if not more beneficial than any porting/polishing to your head.

 

preciate that one to

 

In case you haven't gathered, it's the single most important thing to locate a shop you really trust to do the work on your ITR head. You might not even be able to locate one near you and you could end up having to ship your head off somewhere.

If you want, you can contact Dave at SMSP to see where he sent my head off when we were working on that. They did a good job and my head was one of the ones on which they were able to make a decent improvement.

Although ITR motors did often receive a lot of hand work when being put together, you will still find an occasional ITR cylinder head that appears to have a casting inefficiency. Owners of these motors are usually horrified when they Dynojet at 155-160 HP stock.

Don't go wild w/the headwork and make sure the shop's ideas are suitable for what you have in mind for the motor overall.

Remember, too, that HP figures are valid only for the individual who's quoting the figures. Every dyno is different, every car is different, and every car will dyno a different number on a different day.

You only really know you've made a difference when your lap times go down. LOL...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by George Knighton &raquo;</TD></TR><TR><TD CLASS="quote">You only really know you've made a difference when your lap times go down. LOL...</TD></TR></TABLE>

thats for damn sure....cause thats really the only way i can tell....

 

One key question for you to ask is( Do you have a wet flow bench and will you use it on this head?)) If no then do not waste you time and money.... A flow bench is the only way to improve the flow evenly across the line of all cylinders.. Three out of 4 will not cut it..

 

flow bench?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by knalige &raquo;</TD></TR><TR><TD CLASS="quote">flow bench? </TD></TR></TABLE>
Yes a wet flow bench. Its a large machine that can simulate air/fuel flow through a head / intake.. Sort of a large wind tunnel for car parts. it gives specks on what you head ( flowed ) per cylinder by how much went in and how much came out/ velocity/mass/dencity etc.. Its not a new thing, i have had heads flowed for 1/4 mile big iron v-8 stuff.
You compare the before and after and then try to match all of the cylinders to th best one, so that they all flow evenly. Sorry but a real porting shop that has a flow bench will not charge $600.00.... Way to low... your best bet is not let them port your head, there is no telling what you will get back..
Here are some very good people to deal with who are honest and good with Honda's.
http://www.honda-performance.c...e=445

 

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

Here are some very good people to deal with who are honest and good with Honda's.
http://www.honda-performance.c...e=445</TD></TR></TABLE>

but do you agree that i shouldn't even consider doing all of this until my head is done like new cams and stuff?

 

I do agree. Be sure that when you do get your cams then and make sure that the cam/valves/guides/springs/retainers are all matched, your porting should be done at this time.. If not you could be spending a bunch of $ for little or no gain. I do recommend who ever you chose your cams from that you get a match set cam's/valves/retainers/springs, from the same people or at the very least matched for your application.. An ITR has very light valve train for a reason just throwing is a set of cams is not advisable unless you are sure that the springs are enough to keep the valves in check at the high rpm's and not to heavy of a spring rate to cause a premature cam failure.. Just as an example look at the link for KMS you will note that they do not just sell a set of cams they sell a package ( cams/ springs/ retainers/ springs along with a wet bench port job matched for the cams). This way you know you got the most for your $$ and your power plant is as you want it.
All of this is for not if you do not have a good header,intake etc.. so start there and when all of that is done then move to the internals and do them all at one time the right way.