Wow, what a boost.. I did not expect as much as i got out of it..

 

Really? I thought that the 98spec ITR intake cam was the same as the CTR cam?

I guess one reason could be that gradually over time and trillions of revs, the cam lobe wears out a little bit and putting a fresh one in increases lift and duration?

 

the 00 and 01 itr intake cam is the same as the ctr cam

 

Do you have any before and after dyno results?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 98 Spec R &raquo;</TD></TR><TR><TD CLASS="quote">Do you have any before and after dyno results?</TD></TR></TABLE>

No, i do not but in my 98 i put both cams on a jig to measure out the lift and duration and there is a very large diffrence between the two. If you have a 97-98 ITR and want a more agressive responce install a CTR/00-01 Itr cam in it.
I do need to do a few pulls but i have not as of yet.

 

I was under the impression that the only difference was and additional 3 degrees of duration, and no difference in lift.

Sure you're not comparing a GSR with a CTR cam?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zygspeed &raquo;</TD></TR><TR><TD CLASS="quote">I was under the impression that the only difference was and additional 3 degrees of duration, and no difference in lift.

Sure you're not comparing a GSR with a CTR cam?</TD></TR></TABLE>

Ditto.

I'm also guessing though that he did a valve adjustment, which the last time I had mine done gave me a nicer crisper throttle and pull.

 

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

No, i do not but in my 98 i put both cams on a jig to measure out the lift and duration and there is a very large diffrence between the two. If you have a 97-98 ITR and want a more agressive responce install a CTR/00-01 Itr cam in it.
I do need to do a few pulls but i have not as of yet.</TD></TR></TABLE>

Are you sure your car hadnt GSR cams in it????????? There is no lift difference in CTR and pre-00 ITR cams, only 3deg. extra duration, which would be pretty hard to spot with the naked eye!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zygspeed &raquo;</TD></TR><TR><TD CLASS="quote">I was under the impression that the only difference was and additional 3 degrees of duration, and no difference in lift.

Sure you're not comparing a GSR with a CTR cam?</TD></TR></TABLE>

I have a jig for domestic cam shafts and use a long throw dial indicator and there is a considerable difference both in lift and duration between the two. An No i did not use a gsr cam, it was the stock intake cam from my stone stock 98 ITR.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 1GreyTeg &raquo;</TD></TR><TR><TD CLASS="quote">

Ditto.

I'm also guessing though that he did a valve adjustment, which the last time I had mine done gave me a nicer crisper throttle and pull. </TD></TR></TABLE>

Quite possible. Also, remember never to discount the powers of the butt-dyno.

 

Now you guys got me looking and i found this..
I have no idea how we got more lift on the ctr cams???

Following Cams Measured at 1mm of lift:
Integra Type-R(Through 1999 Spec)
Int-240 dur. / 11.5mm lift
Exh-235 dur. / 10.5mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Mugen Valve Springs can also be used.
Description: These are great, reliable cams for the money. You can pick up a set for as little as $500.00 new if you are lucky! They will give good gains from midrange all the way until 8400rpms. These cams have stock idle characteristics.

Civic Type-R And Integra Type-R(Integra Type R 2000/01 Spec)
Int-243 dur. / 11.5mm lift
Exh-235 dur. / 10.5mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Mugen Valve Springs can also be used.
Description: These are great, reliable cams for the money. You can pick up a set for as little as $550.00 new if you are lucky! They will give good gains from midrange all the way until 8400rpms. These cams have stock idle characteristics.

Skunk2 Stage 1
Int-252 dur. / 11.5mm lift
Exh-249 dur. / 10.8mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Skunk2 Valve Springs can also be used.
Description: These are very underrated cams. They do cost around $100-$200 more than the Type-R cams but they also offer much more duration and will give more power than the Type-R cams. Similar power range of Type-R cams but stronger throughout the higher parts of the power band. This is a great set of cams for a budget minded B16A owner. These cams have stock idle characteristics. I would recommend using Skunk2 cam gears with these cams.

JUN Type 1
Int-265 dur. / 10.9mm lift
Exh-268 dur. / 10.0mm lift
Valve Springs to be used: Tough to say. I have never seen anyone use this cam. The characteristics say that a stock B16A/GSR valve spring could handle these cams for use up to 8200rpms. Any operation above that and I would use ITR valve springs or even JUN valve springs.
Description: Again, I have never seen these used. I have no clue on the power these cams will deliver but it should be similar to that of a Skunk2 Stage 1 cam, although they are very different cams. These cams have stock idle characteristics. I would recommend using JUN cam gears with these cams.

Spoon Sports
Int-256 dur. / 11.5mm lift
Exh-245 dur. / 11.1mm lift
Valve Springs to be used: Integra Type-R. If using these cams past 8800rpms(why would you) I would think that Port Flow or even Toda valve springs would work but I don’t think these cams will make much power after 8400rpm.
Description: Another somewhat rare cam. Will show definite gains over that a Type-R cam and very good gains on a stock B16A/GSR motor. Stock idle characteristics from the few users I have seen use them. I would recommend using Spoon cam gears with these cams.

JUN Type 2
Int-267 dur. / 12.0mm lift
Exh-265 dur. / 10.9mm lift
Valve Springs to be used: Integra Type-R up to 8800rpms or JUN valve springs for all operations. These cams are wild enough that you should not be using the low 8200rpms rev limit.
Description: Another rare cam but a few people have used it including JSIR. Cams will have just as much midrange gain as the big-brother JUN Type 3 but will start to slack off over 8400rpms when the Type 3’s are still making power. However, this cam will cause fewer headaches to get tuned right and does not require the fancy valvetrain and tuning of the Type 3. This is by far the most underrated cam of this whole bunch. These cams have stock idle characteristics but still offer better midrange power than the JUN Type 3 (start making power at an earlier rpm) . I recommend using JUN cam gears with these cams.

Skunk2 Stage 2
Int-266 dur. / 12.3mm lift
Exh-262 dur. / 11.8mm lift
Valve Springs to be used: Skunk2 preferred but Port Flow will work as well. These cams are wild enough that you should not be using the low 8200rpms rev limit.
Description: The new top dog of the cam world. This will become the most common aftermarket (non OEM) cam in the US when they start getting distributed more. These have a very similar power band as the JUN Type 3, with less cost and better reliability (I said the “r” word). Not huge midrange but very good gains from 7000rpms all the way to 9000rpms(peak is usually around 8200rpms). These cams have stock idle characteristics, thus making them the ultimate street/strip cam. I recommend using Skunk2 cam gears with these cams.

JUN Type 3
Int-265 dur. / 12.0mm lift
Exh-265 dur. / 11.5mm lift
Valve Springs to be used: JUN preferred but Port Flow works as well. These cams are wild enough that you should not be using the low 8200rpms rev limit.
Description: Until the Skunk2 Stage 3 this was the best high-end performing cam on the market. The JUN 3 and Toda B were the two fighting out for the top dog when it was just JUN and Toda (ahh the old days). Again, like the Skunk2 Stage 2, not huge midrange but very good gains from 7000rpms all the way to 9000rpms. These cams have stock idle characteristics, thus making them another ultimate street/strip cam. I recommend using JUN cam gears with these cams.

Skunk2 Stage 3
Int-270 dur. / 12.8mm lift
Exh-279 dur. / 11.8mm lift
Valve Springs to be used: Skunk2.
Description: A race only cam. Not to be used on the common street motor, if they are you should pull the head every so often to make sure everything is OK. This cam makes huge top-end power gains but still retains near-stock idle characteristics (weird). This cam is or has been used by Skunk2’s drag racing team and Speed World Challenge team as well. I recommend using Skunk2 cam gears with these cams.
__________________________________________________ ______________________
Following cam measured with 0mm of lift:
Civic Si(1999 Spec)
Int-265 dur. / 10.5mm lift
Exh-267 dur. / 9.6mm lift

Integra GS-R
Int-274 dur. / 10.7mm lift
Exh-276 dur. / 9.6mm lift

Crower 400
Int-279 dur. / 10.7mm lift
Exh-280 dur. / 9.6mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms.
Description: This is a weird cam. I would call it an OEM replacement cam. It fits in between stock B16A/GSR cams and Type-R cams. There are not huge power gains to be had with these cams but you may notice a small difference. These cams have stock idle characteristics. I recommend using Crower cam gears with these cams.

Civic Type-R And Integra Type-R(Integra Type R 2000/01 Spec)
Int-278 dur. / 11.5mm lift
Exh-280 dur. / 10.5mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Mugen Valve Springs can also be used.
Description: These are great, reliable cams for the money. You can pick up a set for as little as $550.00 new if you are lucky! They will give good gains from midrange all the way until 8400rpms. These cams have stock idle characteristics.

Crower 401(NA Version)
Int- 282 dur. / 11.3mm lift
Exh-277 dur. / 10.5mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Crower Valve Springs can also be used.
Description: This cam is almost identical to the Type-R cams. A little more duration overall but that is traded off with a little less lift on the intake cam. They will have similar gains and powerband as the Type-R cams. If it were up to me I would just choose the Type-R cam based on reliability alone (there is that “r” word again). These cams will have stock idle characteristics. I would recommend using Crower cam gears with these cams.

Crower 401-T(Forced Induction Version)
Int-280 dur. / 11.8mm lift
Exh-276 dur. / 11.3mm lift
Valve Springs to be used: Crower.
Description: One of the only true boost cams for B-Series Hondas on the market. This cam is designed to prevent blow-through and to save boost. This is typically associated with lower duration and high lift but cam lobe separation is also a factor with these cams. These can be used in a NA car but they will see better gains from a cam set with more duration. Stock idle characteristics are attained from my sources. I would recommend using Crower cam gears with these cams.

Toda Spec A
Int-290 dur. / 11.6mm lift
Exh-280 dur. / 11.2mm lift
Valve Springs to be used: Integra Type-R up to 8800rpms or Toda valve springs for all operations.
Description: One of my favorite set of cams. Toda does not actually mix and match their cams but they are similarly tied when it comes to power. The Toda A will offer the midrange gain of a Type-R cam but the high-end gain(put not overall peak power) of the Toda B cam. These cams will have gains from midrange to 8800rpms with peak gains concentrated on 7000-7800rpms. These cams are great for a street motor and are really nice for cars equipped with a stock B18C5 motor (no valvetrain or ECU requirements needed). These are the only Toda cams to retain stock idle characteristics. I recommend using Toda cam gears with these cams.

Crower 402(Both Regular 402 and 402-A, 402-A is milder off VTEC)
Int-297 dur. / 11.8mm lift
Exh-287 dur. / 11.8mm lift
Valve Springs to be used: Crower.
Description: There are two 402 versions offered. The 402 is the regular version and offers better midrange power than the 402-A. Both are similar on the high end of the cam and will create similar peak power numbers. They will make peak power around 7900-8200rpms and have nice gains all the way up to 9000rpms. Stock idle is attained with the 402-A but the regular 402 will have a slightly “bumpier” idle than stock. I recommend using Crower cam gears with both sets of the 402 cam.

Toda Spec B
Int-295 dur. / 12.0mm lift
Exh-285 dur. / 12.0mm lift
Valve Springs to be used: Toda but Port Flow will work well too.
Description: My personal pick for overall street/autocross use. These cams have the most midrange gains out of any B-Series cam when they are tuned right. They have the same midrange gains of a Toda Spec C and the same top end pull as the Toda Spec A, but a little more peak power. They are in tight competition with the Skunk2 Stage 2 and JUN Type 3. Those care are more concentrated on top-end, peak power gains. The Toda B is more concentrated on midrange power with the tradeoff of a little top-end power. Toda B’s have great gains from 4500rpms all the way to 8800rpms. Power does start to dip off quickly at around 8400rpms though. Due to the wild off-VTEC profiles, these cams do have a “bumpier” idle than stock. I recommend using Toda cam gears with these cams along with a Toda or Power Enterprises timing belt.

Crower 403
Int-295 dur. / 12.0mm lift
Exh-293 dur. / 11.8mm lift
Valve Springs to be used: Crower.
Description: Crowers wildest cam. The 403 has good midrange of the 402 cam but with a little more top-end power. They will make more power above 8200rpms than the 402 cams. Like the 402, the idle will be “bumpier” due to the aggressive non-VTEC profile. I recommend using Crower cam gears with these cams.

Toda Spec C
Int-295 dur. / 12.5mm lift
Exh-295 dur. / 12.5mm lift
Valve Springs to be used: Toda
Description: The ultimate cam. This cam mixes the midrange power of the Toda B cam with the top end of similar to that of the JUN Type 3 and Skunk2 Stage 2. Power gains from 4500rpms all the way to 9000rpms. This is truly, the best overall cam for both midrange and top-end power. They might not give the top-end gains of the Skunk2 Stage 3 but you get more midrange and these cams can be used on the street with the right set-up and the deep pocketbook. Due to the crazy off-VTEC lobes the idle is rougher than stock, just like the Toda B cam. I recommend using Toda cam gears with these cams along with a Toda or Power Enterprises timing belt.

Toda Spec D
Int-305 dur. / 12.9mm lift
Exh-315 dur. / 11.9mm lift
Valve Springs to be used: Toda
Description: If you are crazy enough to be using this cam or anything wilder, then I would hope you do not need a description and know a hell of a lot more than me!

So, that is the jist of cams. Now people will ask what they need to properly run these cams. Well that is all dependant on what rpm you plan on running to. Most of it comes down to intake and exhaust. Cars running at high revs will want a large collector header like the 2.5 inch offered on the JDM DC Sports, JDM Integra-R and other JDM collector headers. These motors will also like an intake manifold with shorter runners. Something like the Integra Type-R or Skunk2 intake manifold will work well. The intake manifold also requires to have a bored out throttle body. The header will also need to have either a 2.5 inch collector catalyst or test pipe.

Another big thing needed is removing the stock rev limiter. For 1996+ OBD2 cars you can do this by getting an OBD1 conversion. This involves getting an OBD1 ECU, the OBD2 to OBD1 conversion harness, and an OBD1 ECU Program (to raise rev limiter). If you have a pre 1996 car that is OBD1 then all you need is the ECU program. Running a Integra or Civic Type-R ECU is another possibility.
Other head work is always needed as well. High-revving motors need the proper valve springs and titanium retainers. Port and Polish jobs are always nice to have regardless of the set-up, but is especially needed for the wilder cams like the Toda Spec C, Skunk2 Stage 3, etc. Upgrading valves and the lost motion assembly should be considered with wild cams like those above.

The medium and wild grind cams are also not going to like the low compression levels of the B16A and B18C1 motors. You can gain .4 of a point by simply adding a head gasket but after that your only alternative is head milling or using new pistons. Any where from 11.0-12.0:1 is good for most of the cams above. If it is not in your budget to add pistons though, don’t worry, the 10.6:1 from the stock B16A with a head gasket will be just fine for mild and medium set-ups. Anthing in the wild cam category should be using higher compression.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Rene M &raquo;</TD></TR><TR><TD CLASS="quote">Now you guys got me looking and i found this..
I have no idea how we got more lift on the ctr cams??? </TD></TR></TABLE>

Maybe you can match your emperical data with one of those spec profiles?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Rene M &raquo;</TD></TR><TR><TD CLASS="quote">Wow, what a boost.. I did not expect as much as i got out of it.. </TD></TR></TABLE>

Haha, you're lucky you're a girl or we'd jump down your throat for not knowing what type of cam you have!

(har, har, just kidding Rene)

To go along with your empirical data...

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Jon D &raquo;</TD></TR><TR><TD CLASS="quote">This is asked rather frequently so i thought i would put together a post regarding anyones questions they may have regarding B-series cams! As you can see below the pics clearly identify the markings that seperate one cam from another.




























Hope this helps those with questions. If anything needs to be clarified further please reply </TD></TR></TABLE>

 

Since you listed all those cams might as well add two more in for you

Toda Spec A2
IN 220 (6.0) - 295 (12.0) - 240 (9.0)
EX 220 (5.5) - 285 (12.0) - 240 (8.5)


Toda Spec C2
IN 250 (11.0) - 300 (12.5) - 250 (11.0)
EX 250 (11.0) - 300 (12.5) - 250 (11.0)


These are the Replacements for the Spec A and C. The Spec A2 have the Primary and Secondary Lobes of the Spec A with the VTEC lobes of the Spec B's

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Rene M &raquo;</TD></TR><TR><TD CLASS="quote">
Civic Type-R And Integra Type-R(Integra Type R 2000/01 Spec)
Int-243 dur. / 11.5mm lift
Exh-235 dur. / 10.5mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Mugen Valve Springs can also be used.
Description: These are great, reliable cams for the money. You can pick up a set for as little as $550.00 new if you are lucky! They will give good gains from midrange all the way until 8400rpms. These cams have stock idle characteristics.

~~~~~~~~

(before _____)
_____________
(after ______)

~~~~~~~~

Civic Type-R And Integra Type-R(Integra Type R 2000/01 Spec)
Int-278 dur. / 11.5mm lift
Exh-280 dur. / 10.5mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Mugen Valve Springs can also be used.
Description: These are great, reliable cams for the money. You can pick up a set for as little as $550.00 new if you are lucky! They will give good gains from midrange all the way until 8400rpms. These cams have stock idle characteristics.
</TD></TR></TABLE>

Am i the only one to notice that?

 

Very sorry to get of topic here but TODA-A2??? Never heard of it and didn't know it was out but am very very intrested. I currently have the SPEC-A originals and would jump on those A2's in a heart beat. Have always been thinking that combination would be great, as the low cam of the A's are a bit sttronger than the ITR's and now with the B's stronger top-end should be a great running cam.

 

Check at what lift they were measured advertised lift at 0deg and lift at 1mm are not interchangable look at the chart again.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 1GreyTeg &raquo;</TD></TR><TR><TD CLASS="quote">I'm also guessing though that he did a valve adjustment, which the last time I had mine done gave me a nicer crisper throttle and pull. </TD></TR></TABLE>

A while ago, I also did a valve adjustment on my 97 R with the same results. Later on, I replaced my head with a new one from Acura that had the 00-01 cams. I noticed no difference.

 

ic...didn't catch that... ones at 1mm ones a 0mm....gotcha

 

After looking at the " specks" and then my measurements of the two cams " Stock 98 ITR cams- 01 ITR-CTR cams" I have found some discrepancies..

FI; the CTR cams do have just a few degrees of duration difference on the low speed lobes. The vtec lobes are not even close to the same measurements.. There is over 1.2 mm difference in lift and several degrees of duration in the vtec lobes " between the two cams"..

Strange???

 

so technically the CTR cams are 1% better?

 

good info

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by kmanian &raquo;</TD></TR><TR><TD CLASS="quote">good info</TD></TR></TABLE>
X2