Hi People,
Many of you know Haribo from our EK9 community.. This is the guy who has probably the cleanest black civic on here!... and I mean REALLY clean.
Best stock wheel re-spray job I have seen too^^^
He has been having some running issues recently with his setup, unfortunately the company that tuned the engine originally didn’t do that good a job of things.. From general quality of work on some items through to other items that should have been addressed at the time of the builds initial tune. The tune left a lot to be desired from what I was told.
So Andy (Haribo!) and John (J700OCK) made the six hour journey down from Scotland to let me fix any faults and tune the machine. A pair of great lads, good to meet you both by the way!
Gave the car a real quick wash with some snow foam when he arrived, the journey wasn’t exactly short and the car had some road dirt on it.
Straight after I had a look under the bonnet, the first thing that was apparent was the injector wiring. It wasn’t pleasing to the eyes nor confidence inspiring. Anyone who knows me would know how I feel about this kind of thing. It was just a liability in my eyes, so first I set about chopping the harness back and re-wiring them making the lengths suitable for a wire-tuck of them too etc. spent a bit of time making this a mega neat job for him.
There were several other faults that had developed over time from fuel pressure issues, minor leaks, base timing issues, spark plug settings (wrong) and condition through to sensor faults that had to be diagnosed and assessed. Andy also had a 70mm TB and as with most on the market it would sometimes stick slightly open. The TPS was also sometimes giving erroneous readings in the first couple of degrees throttle angle. This setup would have been around the 12.5:1 mark with its general spec but it also had oversized high compression valves! On the snap-on gauge (that can read 350psi) its busting 275psi!...and you cant compare that reading to on a cheaper gauge like a draper for example as on the draper you'll be off the scale at 300+psi since they’re less accurate the higher pressure you have. Realistically this setup works out to be about 13.2-13.4CR. Which is too high to get optimal power out of it on our fuels available on-pump. This kind of setup demands race-fuel to see the maximum benefits. So as Sunday came to an end, I dropped Andy and John off at their pub/B&B for the evening, I’m sure they’re were pretty hungry at the time).gif ":)) :))")
...I'd worked through the day with only a big breakfast and we'd had a few brew-breaks to get the majority of the work done. Knowing there were still a couple of faults to sort out these would have to wait until the morning.
So Monday morning came around the technical work continued. Minor leaks and fuel pressure issues corrected too. When Andy first arrived he took me down the road in the car to show me what it was doing with the wide-band, the mixture seemed to be going extremly lean. The original plan was to open the shop and do a few dyno-runs to measure the performance on the Dynojet for comparison, however with the engine appearing to be diving lean I was not going to test the car on the rollers untill all the issues were taken care of. The bosch wideband sensor had failed and was giving erroneous readings so that came out to be filed in the trash, I put a WB sensor from one of the WBs that I use to tune cars with in there and the accuracy returned. I then went on to explain a couple of things to the 'client' that would need addressing at a later date. I set the car up ready for the new ecu at this point. Andy went for the top of the range Hondata for the B'series. With the show cover too! I set this up on the street and gave it a basic street-tune as we travelled to the watering hole for some 'glorious' and much needed V-power (+ some refreshing drinks and some snacks lol) then we headed on back to meet the load-controlling Dyno-jet tool that allows me to tune cars to perfection. I tuned it to be totally safe on 98octane V-Power and the vehicle is only fed this anyway..Fortunately.
Spec:
The 50mph 1st works awesome!... the car just winds through the whole box' very fast... 4.7FD setups feel really good but this box makes this car REALLY quick! Allmotor power + good gearing = responsive fun!, maybe not responsible though! lol The gearbox setup is very impressive. I have to say I was shocked compared to the 4.7's
Here's the graphs from the vehicle...
With smoothing
Without smoothing...remembering the compression of this vehicle.
I also explained to the client that the ignitition system could be improved to stop the spark breaking up at the absolute top-end of the graph.
This shows you just how much this B18 setup dominates over the stock B16b (red-lines), a B16b with IHE & cams (green lines), Andy's is obviously the Blue lines with around 50hp difference over the stock EK9 in most places
and one alot of you will be interested in... Andy's vs. Jimbob.
Notice the big difference in power low down and the good gain at peak.
Compression limits what can be acheived on this hence the brief 500rpm were JBs B18 exceeds Andy's.
On Race fuel Andy's setup would be capable of another 30hp peak, heres a graph showing you the massive difference low down compared to Jimbobs...
How does the car drive now compared to before..... ?
I'd like andy to tell myself and everyone else what he thinks of my services, the tuning, how the car starts/drives/idles/accelerates etc now, just everything, the whole package. I hope it was an insightful two days for you too Andy & John!
Looking forward to racing you this season
If anyone else is interested in their car being fully tuned then get in-touch
Will
Many of you know Haribo from our EK9 community.. This is the guy who has probably the cleanest black civic on here!... and I mean REALLY clean.
Best stock wheel re-spray job I have seen too^^^
He has been having some running issues recently with his setup, unfortunately the company that tuned the engine originally didn’t do that good a job of things.. From general quality of work on some items through to other items that should have been addressed at the time of the builds initial tune. The tune left a lot to be desired from what I was told.
So Andy (Haribo!) and John (J700OCK) made the six hour journey down from Scotland to let me fix any faults and tune the machine. A pair of great lads, good to meet you both by the way!
Gave the car a real quick wash with some snow foam when he arrived, the journey wasn’t exactly short and the car had some road dirt on it.
Straight after I had a look under the bonnet, the first thing that was apparent was the injector wiring. It wasn’t pleasing to the eyes nor confidence inspiring. Anyone who knows me would know how I feel about this kind of thing. It was just a liability in my eyes, so first I set about chopping the harness back and re-wiring them making the lengths suitable for a wire-tuck of them too etc. spent a bit of time making this a mega neat job for him.
There were several other faults that had developed over time from fuel pressure issues, minor leaks, base timing issues, spark plug settings (wrong) and condition through to sensor faults that had to be diagnosed and assessed. Andy also had a 70mm TB and as with most on the market it would sometimes stick slightly open. The TPS was also sometimes giving erroneous readings in the first couple of degrees throttle angle. This setup would have been around the 12.5:1 mark with its general spec but it also had oversized high compression valves! On the snap-on gauge (that can read 350psi) its busting 275psi!...and you cant compare that reading to on a cheaper gauge like a draper for example as on the draper you'll be off the scale at 300+psi since they’re less accurate the higher pressure you have. Realistically this setup works out to be about 13.2-13.4CR. Which is too high to get optimal power out of it on our fuels available on-pump. This kind of setup demands race-fuel to see the maximum benefits. So as Sunday came to an end, I dropped Andy and John off at their pub/B&B for the evening, I’m sure they’re were pretty hungry at the time
...I'd worked through the day with only a big breakfast and we'd had a few brew-breaks to get the majority of the work done. Knowing there were still a couple of faults to sort out these would have to wait until the morning. So Monday morning came around the technical work continued. Minor leaks and fuel pressure issues corrected too. When Andy first arrived he took me down the road in the car to show me what it was doing with the wide-band, the mixture seemed to be going extremly lean. The original plan was to open the shop and do a few dyno-runs to measure the performance on the Dynojet for comparison, however with the engine appearing to be diving lean I was not going to test the car on the rollers untill all the issues were taken care of. The bosch wideband sensor had failed and was giving erroneous readings so that came out to be filed in the trash, I put a WB sensor from one of the WBs that I use to tune cars with in there and the accuracy returned. I then went on to explain a couple of things to the 'client' that would need addressing at a later date. I set the car up ready for the new ecu at this point. Andy went for the top of the range Hondata for the B'series. With the show cover too! I set this up on the street and gave it a basic street-tune as we travelled to the watering hole for some 'glorious' and much needed V-power (+ some refreshing drinks and some snacks lol) then we headed on back to meet the load-controlling Dyno-jet tool that allows me to tune cars to perfection. I tuned it to be totally safe on 98octane V-Power and the vehicle is only fed this anyway..Fortunately.
Spec:
- Spoon 1.8 Stroker Kit - 81.25
- Spoon 2pc High Comp Head Gasket
- Skunk2 High Comp Valves
- Cylinder Head Ported , Polished And Gas Flown
- Skunk2 Stage II Cams
- Skunk2 Titanium Valve Springs And Retainers
- Skunk2 Adjust Cam Gears
- Skunk2 70mm Tb
- Skunk2 IM Machined To Match 70mm - Polished And Gas Flown
- Skunk2 Carbon Composite Fuel Rail
- Walbro Fuel Pump
- RC 440cc Injectors
- AEM Cold Air Intake
- Hytech custom 4-2-1 Manifold
- Custom De-Cat
- Spoon B-Pipe And N1
- Exedy Clutch And Fidanza 7lbs Flywheel
- Spoon Engine Mounts
- Hondata S300 ...of course!
- + MEGA gearbox!...MFactory spec'd
The 50mph 1st works awesome!... the car just winds through the whole box' very fast... 4.7FD setups feel really good but this box makes this car REALLY quick! Allmotor power + good gearing = responsive fun!, maybe not responsible though! lol The gearbox setup is very impressive. I have to say I was shocked compared to the 4.7's
Here's the graphs from the vehicle...
With smoothing
Without smoothing...remembering the compression of this vehicle.
I also explained to the client that the ignitition system could be improved to stop the spark breaking up at the absolute top-end of the graph.
This shows you just how much this B18 setup dominates over the stock B16b (red-lines), a B16b with IHE & cams (green lines), Andy's is obviously the Blue lines with around 50hp difference over the stock EK9 in most places
and one alot of you will be interested in... Andy's vs. Jimbob.
Notice the big difference in power low down and the good gain at peak.
Compression limits what can be acheived on this hence the brief 500rpm were JBs B18 exceeds Andy's.
On Race fuel Andy's setup would be capable of another 30hp peak, heres a graph showing you the massive difference low down compared to Jimbobs...
How does the car drive now compared to before..... ?
I'd like andy to tell myself and everyone else what he thinks of my services, the tuning, how the car starts/drives/idles/accelerates etc now, just everything, the whole package. I hope it was an insightful two days for you too Andy & John!
Looking forward to racing you this season If anyone else is interested in their car being fully tuned then get in-touch
Will
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