This motor is the one that's in my car right now. Any questions can be emailed to me at mikek@typerparts.com

Motor:
B18C5 cylinder head, stock ports, stock valve train, stock.
Milled 12 thousandths for 11:1 static compression.
AEM Intake, DC JDM header and test pipe
Stock ITR b-pipe and Stock ITR muffler
Moroso Catch can, Apexi V-AFC

Dynorun .040 and .061 (JUN2 intake, ITR exhaust cam)
Fuel pressure 44
VTEC 4800 on run .040, VTEC 5500 on run .061
Intake cam +3 on run .040, +6 on run .061
Exhaust cam -1 on run .040, +1 on run .061
A/F ratio is beautiful on both runs. 13.1:1 everywhere.

Dynorun .051 (Toda SPEC A)
Intake cam +5.0
Exhaust cam +3.0
Fuel pressure 44
VTEC 5400
Richened up midrange 5% for gains, leaned -7% on top end
12.8:1 until 6500. Engine responded better to rich mixture. Leaned to 13.3:1 up top for gains above 7500rpm.

Dynorun .053 (CTR CAMS)
Intake cam +5.0
Exhaust cam -0.5
Fuel pressure 40
VTEC 5300
Slightly leaned out the V-AFC -2% in some parts, -3% in others.
13.0:1 A/F except 13.5:1 at VTEC transition..


Here is the JUN2 combo vs. Toda A



Here is the JUN2 combo vs. CTR/ 01 ITR cams



Peace

 

do correction figures on the VTEC hi>lo and lo>hi, you should get rid of the VTEC dip on the VTEC cut in point and you will get all thru linear power.

PS: if you have your AF ratio plot on the graph, i should be able to helpyou out there.

 

THanks for posting this Mike. Now I can see where I was feeling that midrange power/torque. Do you think that it is necessary to upgrade the stock intake valve train to handle the lift of the Jun2 intake cam?

 

I am running stock valve train with my Jun 2 intake cam. No floated valves yet. LOL.

As you can see on the dyno, the power peaks early.. so I find myself shifting around 8200rpm at the highest. I usually shift around 8000.

 

Graphs speak for themselves. JUN

 

Does this mean that Jeff will be trading in his Skunks?

 

anythings a possibility. I have two obstacles. numero uno being clearance do I have enough since i have a milled head and ctr pistons, and numero dos being I like the skunk type 2's. Numero tres is the money issue, I'm broke as **** and I'm tired of putting money into my car. *sigh*

 

My head is milled 12 thousandths and I have clearance with the JUN2 cams. Mike M. has 15 thou off his head and he has the JUN3 cams.

My intake cam is +6 right now. No clearance problems at all.

 

I'll be slaping the Jun2s in Travis's built motor once we have it broken in, results are very promising.

 

Mike~

Quick observation! Why are the JUN torque curves so different on each of these graphs?

In the first graph (JUN vs Toda), the JUN tq line (blue) is around 150-120 ft/lbs at 4500 rpms and increases to 125+ around 5200 rpms. On the second graph (JUN vs CTR/ITR), the JUN tq line (blue) never comes close to 125 ft/lbs until after 7000 rpms. At 5500 rpms in fact, there seems to be a difference of around 20 ft/lbs peak. Just seems the graphs look considerable different across the entire upper rev range. Were the same settings not used each time?

Any comment?

 

There you go sir. Cam gear changes make big difference.

 

.....what was going on at the top of each of these graphs? It looks like the jun 2's peak in the midrange and die off earlier than ctr and spec a's...

Seemingly (to me) the jun 2's should make more power up top too... Maybe fuel pressure up top or something was dying off?

 

It really make me wonder how's the JUN 3 or TODA B intake cam and ITR exhaust cam combo will do now. Crazy mid-range with better top end?

Nice graph, I really love to have the mid-range power that the JUN/ITR combo. Specially if you only have to buy one cam and no valvetrain upgrade is necessary to run them.