Check this out! our tuners street car.





12.1:1 LS WITH JDM P73'S
BUSHED STOCK RODS WITH ARP BOLTS
PORTED B18A1 HEAD
CROWER 62404A CAMS
CROWER VALVETRAIN
SKUNK2 PRO SERIES INTAKE MANIFOLD
SKUNK2 PRO SERIES 68MM THROTTLE BODY
CUSTOM HEADER 1.75" TO 2" 4-2-1 2.5" COLLECTOR
2.75" ALUMINUM INTAKE PIPE 23" LONG
PUMP GAS 93 OCTANE
HONDATA S300
STOCK INJECTORS
WALBRO 255LPH FUEL PUMP





Dc 4-2-1 1.58" primary dia. 1.75" secondary dia. 2" collector
vs.
1.75" primary dia. 2" secondary dia. 4-2-1 custom header

 

that is awesome, ive had thoughts of getting rid of my GSR and doing this

 

id love to see the cars your associated on another dyno. 1.8L making 150+ft lbs is amazing. this dyno appears to read like its at the hubs.

 

It has nothing to do with the dyno i have already tested our dyno to the one at my old job (extreme parts). The drag car and my gf's car made exactly the same horsepower. b16 with stock internals usually make 145-155 whp intake header exhaust on our dyno and type R's are usually around 170 ish whp.

 

you know what im saying. your TQ numbers are always impressive.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 1 2 NV &raquo;</TD></TR><TR><TD CLASS="quote">you know what im saying. your TQ numbers are always impressive.</TD></TR></TABLE>
Thats what happens when you dyno all the time and do your homework

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 1 2 NV &raquo;</TD></TR><TR><TD CLASS="quote">you know what im saying. your TQ numbers are always impressive.</TD></TR></TABLE>
that 155tq. looks more like it's comming from a 2.0, don't u think? imo i could be wrong lol

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b20vtech &raquo;</TD></TR><TR><TD CLASS="quote">
that 155tq. looks more like it's comming from a 2.0, don't u think? imo i could be wrong lol</TD></TR></TABLE>
I guess p73's came in 84 bore then? Actually it has 81.25mm bore pistons.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by BearsEK-Kingmotorsports &raquo;</TD></TR><TR><TD CLASS="quote">
I guess p73's came in 84 bore then? Actually it has 81.25mm bore pistons.</TD></TR></TABLE>
i know p73 comes in 81 and 81.25mm, but that torque is incredible for a little 1.8..

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b20vtech &raquo;</TD></TR><TR><TD CLASS="quote">
i know p73 comes in 81 and 81.25mm, but that torque is incredible for a little 1.8..</TD></TR></TABLE>

Just for reference here are some graphs.

Blue line B18a1 with 2.5 exhaust everything else stock
Green line Jdm type R intake Skunk2 exhaust
Red line LS with 404's

 

Love that non-vtec power

 

props for daring to be different

edit: how is the idle?

 

The powerband looks great.

I also believe this dyno reads a hair liberally.

- Derek

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b20vtech &raquo;</TD></TR><TR><TD CLASS="quote">
that 155tq. looks more like it's comming from a 2.0, don't u think? imo i could be wrong lol</TD></TR></TABLE>

yeah thats what i always think when i see a bears EK graph but hes like todd always got something impressive.

 

...Awesome!

 

nice power

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by D-Rob &raquo;</TD></TR><TR><TD CLASS="quote">The powerband looks great.

I also believe this dyno reads a hair liberally.

- Derek</TD></TR></TABLE>

The really funny thing is the whole two dyno thing. All the graphs i have ever posted are from two different dyno's sometimes three. All of them dynojets, all 224x's but two with load control. Half of the drag car runs (275whp) at king before i worked here and i backed up the same numbers on the dynojet from my last job. Im glad we have a dyno jet because you can't fib the numbers!


Modified by BearsEK-Kingmotorsports at 8:40 AM 12/17/2007

 

You specify a b18a1 head, is there any diffence between that and a b1 head

 

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

The really funny thing is the whole two dyno thing. All the graphs i have ever posted are from two different dyno's sometimes three. All of them dynojets, all 224x's but two with load control. Half of the drag car runs (275whp) at king before i worked here and i backed up the same numbers on the dynojet from my last job. Im glad we have a dyno jet becaust you can't fib the numbers!</TD></TR></TABLE>

Then you must be doing some incredibly right!

Kudos.

- Derek

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by D-Rob &raquo;</TD></TR><TR><TD CLASS="quote">The powerband looks great.

I also believe this dyno reads a hair liberally.

- Derek</TD></TR></TABLE>

Oh... Here we go......IMO All Dynojets seam to read High but thats because we have a Mustang Dyne and am used to the numbers. But I know when I go to another Mustang Dyne our the numbers are going to be spot on (I Know because I have done it). Mike has done the same thing. I can also attest to the Fact that There dyno is calibrated properly. I have several DRF files that Mike has sent me from Various cars and 2 different 224 Machines.

I thing most of you are missing the amount of headwork and tuning that this engine has. This is there tuners car... what do you think is going to come from some one who tunes Honda's all day every day. You should learn from this and not question the expensive machine so much.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by AussieGSR &raquo;</TD></TR><TR><TD CLASS="quote">You specify a b18a1 head, is there any diffence between that and a b1 head</TD></TR></TABLE>

The b18a head has way smaller ports than the b18b head. The ports in this head are pretty much like a b16, the valves are .5mm oversized. The I.D.'s of the valve seats are the same as a b16.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by BearsEK-Kingmotorsports &raquo;</TD></TR><TR><TD CLASS="quote">The b18a head has way smaller ports than the b18b head. The ports in this head are pretty much like a b16, the valves are .5mm oversized. The I.D.'s of the valve seats are the same as a b16.</TD></TR></TABLE>
So stock for stock, the b18b head flows better? I have a bunch of people intrested in this on another forum, they are wondering the difference as well.

 

holy cow. just think ls heads are worth there weight in scrap aluminum. i LOVE this post mike you are my hero

 

love to see someone being different.

props, dude.

 

I always wanted a built LS motor.