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Project R - December 15th 2012

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Komisiripala

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1. ENGINE

-B18C3 DOHC VTEC SIR-2

The b18c3 black-top is found in the 1996 JDM integra type R. and the JDM spec SiR-G sedan. Lots of rumours regarding the 3 in the C3. Some say its just an area code. As in made in Taiwan/Hong Kong. Others say it’s the closest Honda ever got to B18 nirvana. The head is from a B16 type R, and the individually numbered C3’s are rumored to have been ported and polished by Spoon Sports Japan. Factory specs are as follows, compared to the other two well known B18’s

camsspec.jpg.230e8518225a0535ba14a15f4252d7cb.jpg

Urban legends notwithstanding, this is one rare and much sought after motor in the west, and I suspect the spooning rumor has a big part to play in that! To me however, this means I don’t have to port and polish.

- brian crower stage 2 street performance camshafts

 

The stock camshafts are low lift, for more low end torque, and Honda R&D took great pains to make the shift to vtec as “seamless” as they would like. (why, oh god why??) basically designed for an automatic.

 

Crower stage 2 is high lift, and vtec engagement is much more pronounced, which, after all is what we want, yo! After much research decided on these over blox HSL’s and stage 1’s. Skunk2 was beyond budget.

to reach that elusive 10,000 rpm redline, its also necessary to upgrade the springs and retainers, piston sleeves and bearings.

camsspec2.jpg.be3386232ab03c2bbf637faa8544a92e.jpg

Brian Crower Performance valve springs and retainers

its also necessary to upgrade the valvetrain if i’m to avoid the dangers of high RPM. inadequate valve springs and retainers can lead to broken springs, causing the valve to fall into the chamber, and that, would literally leave me in tears. Crower springs are stiffer to meet increased demand, and essentially protect the valvetrain. i opted for steel retainers over titanium as they are more durable and also, simply because i can’t bloody afford titanium!

naturally, a set of adjustable cam gears are also included.

BCSpring pressure:

1.350” @ 80lbs

Open 0.900” @ 220lbs

Coil bind: 0.765” Stock: 0.833”

Weight: 46g Stock: 48g

- ACL main and connecting rod bearings are also going in to ensure nothing pops at that redline.

 

 

2. GEARBOX

the auto had to go. clearly. it broke down thrive in the last year, and gave me sufficient excuses to go get my self a third pedal. not just any third pedal, mind you. one from an EK9 type R.

B16A2 EK9 type R box with helical LSD

Hydraulic clutch.

Gear ratios are as follows:

gearratios.jpg.434f51a691dfa648bd8d2e26cbc5996d.jpg

Type R pressure plate, clutch plate

- DC2 Type R flywheel

- Type R trans-axles

sourced the clutch pedal from an EK2. was a perfect fit. wasn't able to get hold of the other two for a complete conversion, so had to cut the brake. but a set of carbon fibre sparco pedal covers should cover that up neatly.

had a few small issues with the shifter linkage being a tad bit too short. thankfully indika is an expert at figuring this sort of thing out.

IGNITION

replaced the plugs with ngk iridium numbers. Also threw in an MSD blaster coil and ngk wires.

INTAKE/EXHAUST

replaced the stock intake with a skunk2 pro manifold and an s90 70mm throttle body. Coupled to a short ram intake and a simota cone filter

The stock 4:2:1 header was replaced with a mugen DC2 type r 4:1 header. With thermal wrapping and 2" piping leading to a tanabe medallion muffler. As nippy as it might be, I want this car to he quiet, despite the power gains.

 

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