Had my 9 on the roller's this morning!!!


Every1's opinion i suppose. But i have been to 2 group rolling rds (civic ones). The last one we went to a B16 with similar mods and 150,000 miles made 2bhp over my low mile 70,000 miles. I had better Named components. He also had been running arround with only a 1 litre of oil in his car for the past 2000 miles. Work that one out. I have seen this time and time again. And don't believe your car loses power over time. Yes some cars will but some cars will also loosen up (excuse the expression) and actually make more power.

My IMO
 
2bhp is well within the realm of errors with such as that often go unchecked like tire pressure and even wheel alignment.

So work that one out. Had you said 10bhp - well, even with well branded components don't make up for an otherwise "Monday motor." You might of just had a head with too much core shift in the casting or many other potential variables upon assembly.

Power is lost near the end of the engine's life and doesn't produce more power on the cusp of death.
 
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JIMBOB-EK9 said:
It is set @ 5700rpm because this is were it made most power on the dyno!
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More specifically, what technique was used to determine this? Did he do a high and low VTEC pull to determine this particular engagement point?
 
stock Vtec point for B18C is 5700-5800rpm. So theres no change.
 
RagingAngel said:
2bhp is well within the realm of errors with such as that often go unchecked like tire pressure and even wheel alignment.

So work that one out. Had you said 10bhp - well, even with well branded components don't make up for an otherwise "Monday motor." You might of just had a head with too much core shift in the casting or many other potential variables upon assembly.

Power is lost near the end of the engine's life and doesn't produce more power on the cusp of death.
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Tire pressures where checked religously! I have many more examples. So you think what you want i will think what i have directly experienced thanks.
 
Dyno numbers are used, and only used, for 3 things:

1) Tuning (Before and after comparison. The final number still means jack at the end of the day) and determining the relative health of your vehicle (which, I believe, is why JIMBOB went to the dyno)
2) Marketing (Big numbers always sell a product/service better)
3) Bragging Rights (coz I'm tougher than you are)

Using the number for any other purpose is pointless (same can be said for No.3). Who the hell cares what the car next to you dynos at on the rolling road day. Actually, who the hell cares what anyone gets at a rolling road day. I wish people would stop with all this "my car has such and such power" nonsense.

It doesn't make you tougher, it doesn't make up for your 2" long wang, and it certainly doesn't make you get laid any easier, so stop, please.

P.S This is just IMO ;)
 
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jugbugz said:
stock Vtec point for B18C is 5700-5800rpm. So theres no change.
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Stock vtec point on the ITR is 5400rpm, which is too high for the factory setup (hence why you feel the transition to high lobe)
 
MFactory said:
Stock vtec point on the ITR is 5400rpm, which is too high for the factory setup (hence why you feel the transition to high lobe)
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I'm not sure if theres diifferences between USDM models but ours is 5800rpm. My stock 01 dc2r is also 5800rpm.
 
Yeh, stock vtec point on a 96' itr is 5800rpm...its at those revs for a reason,
 
Honda decided to give a nice wide band for fuel economy lol
Probably set at higher rpm's than ek9 as the B18 has more low down power then the 9.
 
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honda probably set it higher so you could feel the jolt which tricks you into thinking your going faster ;)

and as MFactory said dyno is to tune really, the number dont really matter too much... as long as your car is tuned, safe and fast thats all that matters...
 
Yeh Honda did it for fuel economy. I remember something like that in a Honda interview. You dont really feel the B18C Jolt as much compared to the B16B.
 
No, they did not do it for fuel economy. They done it for marketing, and yes, you feel the jolt.
 
MFactory said:
No, they did not do it for fuel economy. They done it for marketing, and yes, you feel the jolt.
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Agreed! They could have easily smoothed out the vtec cross over and still kept the economy, but lets be honest here, you all know you LOVE the jolt ;)
 
congrats on the results Jimbob! was that wheel or corrected engine HP ?

And damn man I like your bonnet! is your car a pre-facelift? where did you buy the bonnnet from? thanks
 
MFactory said:
No, they did not do it for fuel economy. They done it for marketing, and yes, you feel the jolt.
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Well I've heard of both answers and economy is in there. No doubt it drinks more in high cam. Some of the tuners down here ridiculously set Vtec at 3000rpm. Sure they made power over stock after tuning etc but it doesnt tell how much it drinks.
 
A properly mapped ecu (e.g hondata, powerfc etc), even on a completely stock vehicle, with a lowered vtec point (to smooth out the transition from low to high cam) is more economical than the factory ecu settings, and that is fact.

Honda did not set the vtec point that high for fuel economy. If they wanted fuel economy, they would set the vtec point lower and change the ecu map to suit. There are various factors that determine a vehicles fuel economy (e.g throttle, rpm, drag, load etc), and a smooth transition to power is more economical than a sudden shift into power at high rpm.

Honda does not market the DOHC VTEC engines for fuel economy (thats what the SOHC VTEC is for), they market it as their performance engines and, without the "kick", the VTEC phenomenon would never have taken off.

This is also why the B-Series cars are more "raw" (i.e feel quicker) compared to their K-Series counterparts, even though the K-Series is actually accelerating faster.

Ask the ordinary car enthusiast what "VTEC" feels like to them, and they will all say the same thing i.e the sudden burst of power/acceleration ;)

And this is completely off topic now, soz JIMBOB
 
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