If I only change the the stock B16A cams to CTR or ITR cams, Type R value springs and spoon 2 layer gasket, will this help the performance? If it helps, by how many ps?

Thanks

 

What is ps?

Anyway, if you change the cams to Type R cams, you will notice a difference, especially in top end. Be sure to raise your rev limit so you can make use of your Type R springs and retainers.

 

What I meant were increase in horse power and torque

like what you said it will help if changed to Type R cam, is the changes significant?

Also, since every piston and cylinder 's size is different, what I could do to match the difference between the cylinder and piston sizes
Thanks


[Modified by Ken Miyake, 5:05 PM 1/3/2003]

 

Well, if you are looking at camshafts, then what you would want to do is get the CTR intake and the ITR exhaust. The intake is more aggressive and the exhaust is exactly the same. That's my setup. I'm not sure how many hp it gives, but you can deffidently feel the difference. As far as pistons, It would deffidently help. Also, if you were going to throw turbo in there and boost a good amount, you would have to change all those parts anyway, minus the camshafts.

 

DEFINATELY, upgrade your springs/retainers with the cams. ITR's/CTR's make their power up top and the B16 valvetrain won't hold up-especially if your running an automatic B16 head(uses single springs on the intake side)

 

Is there any nice and reasonable price 1.8 litre crankshaft for B16A?

Thanks


[Modified by Ken Miyake, 10:23 PM 1/4/2003]

 

CTR intake and ITR exhaust all the way
It's OEM and you might pass smog (if you live in one of those states)
I'll be doing my smog check pretty soon. So I guess I'll find out.

 

PS is actually what is referred to as 'metric horsepower'. The standard British HP that we use here in the US is equal to 746 watts. But a metric horsepower is 750 watts. So as you can see, they are much the same. To covert from British HP to PS, multiply by 746/750. To convert from PS to British HP, multiply by 750/746.

 

I had the same set up you are thinking of using. For one, the spoon head gasket is garbage get a mugen. I am burning coolant out of tail pipe, so that means blown new spoon head gasket. CTR cams took out and sold. Cams are useless if you do not raise the vtec point. I raised my vtec to 5400 and it made nice power undynoed. ITR intake valve springs and stock b16a intake valve spring moved to exh. side with Skunk ti-retainers are sweet.

I was running this set up for only 914 miles. With a blown head gasket only gained a tenth of a second in the 1/4 mile.

90 4 door civic 2100lbs
14.53 at 94.83mph
b16a I/H/E, vafc, msd, PnP head, Skunk manifold

 

R & 16A's retainer are the same and simply enough for daily driving and road racing. U don't need Ti retainers at all. And I've hear quite a few times that ppl ran into trouble with Ti retainers.

There is a thread posted about that on ITR forum recently.

 

I don't understand your post, doesn't a B16's VTEC kick in at 5500 rpm?? So how are you raising it? Is it JDM motor? Any difference? I always thought 5500rpm.

 

Many things can change your VTEC actuation. V-AFC and chips for your ECU are just two. There are many more out there.

 

I heard that if Vtec kicks in too early (e.g. 4400 rpm) is no good, do you know why?