So after all my troubles with valves bending, I finally got around to getting the head fixed. I went with the Buddy Club cams, and I have to say I am pretty glad I did. Here's some of the buildup pics, and the dyno after MINOR tuning.

B18C1 with P73-A0 ITR slugs.

Valvetrain ready for action.

God bless you Portflow!

Head's on and ready to go!

Cams hangin loose.

Buddy Club gears.

The final result:


What's in it:
1995 B18C1
USDM ITR pistons
ARP rod bolts
Buddy Club Spec 3 cams
Buddy Club gears
ITR int/ex springs
Portflow inners
Portflow Ti retainers
Stock head gasket
Stock head (NO porting)
Hondata IM gasket
AEM Power Pulleys
Filter on a stick
JG header (unmodded)
Test pipe
T1R catback

Tuned with a B&M FPR and VAFC 2.


I'm pretty happy with the results, but that night at the Mission Raceway the clutch decided it has had enough. It's always something...


Also, what would cause that spike-dip-spike in the power curve? Anyway to get rid of it?


Big thanks to:
BDR Productions
Kinetic Motorsport
Omniman
JHPUSA


Modified by REVHARD_EF at 8:46 AM 6/28/2004

 

Good numbers.

 

Thanks! The off VTEC power is unreal compared to before.

 

nice..you were at mission yesterday right?

i'd want to see what i'd dyno at kinetic..probably 200 on that dyno

 

Ryan told me it read very close to Dynojets.
I was at Mission, running 15's with a bunk clutch.
Even dumping the clutch at 5000 resulted in almost ZERO spin. On street tires.

 

nice nice, atleast your crank didn't go..lol
you see the operation on the black integra beside the itr? ahha oh man that was a long day yesterday

 

Was that your GSR beside the slightly banged up ITR?
How did your crank go?

 

yep its a 94 gs lsvtec, full RM head
not sure yet..going to pull the motor tm and see if anything is salvageable! im outta the NA game right now..its time for the darkside lol you know anyone that wants some RM cams?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by REVHARD_EF &raquo;</TD></TR><TR><TD CLASS="quote">
Also, what would cause that spike-dip-spike in the power curve? Anyway to get rid of it?</TD></TR></TABLE>

what are VAFC settings? Vtec Engagement?

 

VTEC engaged at 5200rpm.

 

i'd like to know the A/F reading from 5600+...

 

Here they are:

5600-12.8
57-58:12.5
5893-6160:12.7
62-63:12.8
64-6677:12.9
6768--7106: 13.0
7197:13.1
7287:13.2
7372-7641-13.3
7726-7900(fuel cut) 13.4

 

with buddy club 3's and portflow and itr springs why are you only revving to 7900, there has to be some more power up top.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 97CTR &raquo;</TD></TR><TR><TD CLASS="quote">with buddy club 3's and portflow and itr springs why are you only revving to 7900, there has to be some more power up top. </TD></TR></TABLE>


There is more power up top. The fuel cut kicked in at 7900rpm on the stock computer.

 

For that flat power band around 5500 that you're getting, try raising the VTEC engagement on your VAFC to 5700. I have a JDM B18c (type-r) and used to have my VTEC set to 5200, but found that it seemed to have a more linear power band when raising the VTEC to 5700. I think the motor is happier switching to VTEC with slightly higher oil pressure.

Mt setup:
96 JDM B18c (type-r)
OEM 4-1 Header
BC Spec III Plus cams
BC Cam gears (+2 in. -2 ex.)
2.5" straight exhaust to 2.5" ES oval muffer (no catalytic converter)
Short ram intake
Fields VTEC controller

 

I'll try raising the VTEC point.
How do you like the Spec 3 plus?

 

nice numbers

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by kevmi44 &raquo;</TD></TR><TR><TD CLASS="quote">

Mt setup:
96 JDM B18c (type-r)
OEM 4-1 Header
BC Spec III Plus cams
BC Cam gears (+2 in. -2 ex.)
2.5" straight exhaust to 2.5" ES oval muffer (no catalytic converter)
Short ram intake
Fields VTEC controller</TD></TR></TABLE>


Are you running stock valve springs/retainers? Do BC spec III and III+ require upgraded valve train?

 

Very nice numbers for only running to 7900 rpm. Raise the rev limit and you should extract more power

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mike95lude &raquo;</TD></TR><TR><TD CLASS="quote">Very nice numbers for only running to 7900 rpm. Raise the rev limit and you should extract more power </TD></TR></TABLE>
I can't understand why my fuel cut is coming on early! NO knock, the heat wasn't extreme, and no other anomolies. It was still climbing past 7900 with no sign of letting off. Looks like it's chip time.

As for the valve springs and the cams, the consensus is ITR (all around) or better.

 

very nice numbers bro

We got the same setup except I'll be using the BC Spec III plus and Hondata S100

I also have a B18C1 w/ P73 AO pistons and stock head w/ dual valve springs

I hope I get the same numbers you got when I get it dyno tuned

 

revhard: I really like the how the cams improved the throttle response. Feels like the motor pulls from the instant you hit the gas all the way through redline. (around 8500 rpm) I like that opposed to the "peaky" powerband I had with the stock ITR cams.
I think once you get your rev limit raised, you will find that your motor will pull even past your current limit of 7900.


2kgs: The cams will run fine on stock ITR valvetrain, since it already has dual valvesprings from the factory. For non type-r heads, it would be strongly recommended that you get a dual valvespring setup.

 

pretty impressive numbers. my setup is almost like your but with ctr cams. just got everything done yestarday but i think its running to lean. had a question though. was wondering if u did a compression test n wat numbers did u get? i just want to compare cause i think mines seens a lil low. thanks.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by kevmi44 &raquo;</TD></TR><TR><TD CLASS="quote">revhard: I really like the how the cams improved the throttle response. Feels like the motor pulls from the instant you hit the gas all the way through redline. (around 8500 rpm) I like that opposed to the "peaky" powerband I had with the stock ITR cams.
I think once you get your rev limit raised, you will find that your motor will pull even past your current limit of 7900.
</TD></TR></TABLE>

I loved the way they feel, and after raising the VTEC to 5700rpm, they feel even stronger. Too bad with 180hp at the ground I ran a 15.2!
Fawking car, it's always something.

 

Glad to hear the higher VTEC engagement point helped

Hopefully I will be able to get to a dyno soon myself...