Body Trim
2000 Honda Civic Si - EM1 (2.0L B18C All Motor)
Weight - 2450 lbs. w/ driver
Daily Driven Street Car - Big Bore LS/VTEC
Drag Strip & Road Course Compatible
All Season Tires - 195/60/14 | Civic HX Rims
Gasoline: 93 Octane, 32 MPG
Honda OEM Type-R suspension
Engine Long-Block
Honda PR3 cylinder head (B16 Original)
Honda B18C short block (2000 Integra GS-R)
2020cc, 85mm bore x 89mm stroke
BC4 Cam Shafts / Ferrea Valvetrain
LS CrankShaft, CP Pistons
Engine Bolt-Ons
Honda OEM Type-R Revised Intake Arm/Air Box
Honda OEM 60mm Throttle Body
Honda OEM Intake Manifold
Honda OEM JDM Type-R Exhaust Manifold
JDMSCI Interchangable Catalyst / Test Pipe
JDMSCI 3.00" Cat-back Exhaust
Engine Management
Honda OEM OBD2 High-Power Injectors
Honda OEM B-series VTEC Fuel Pump
JS-VTEC-20R Tuned Program -
OBD2 Honda VTEC ECU, PLX Wideband
OBD2B to OBD1 Conversion (Jumper) Harness
OBD1 Chipped VTEC ECU (P28 ECU Equivalent)
OBD1 Crome Tuning, PLX Wideband
Transmission / Gearing
GS-R Transmission - 4.4 Final Drive, NO LSD
Gear Ratios - 3.23, 1.9, 1.36, 1.034, 0.787
Honda OEM Drive Shafts
Exedy Stage 2 Clutch / ACT Flywheel
[Created: Sep 26, 2006]
Copyright © 2011 JDMSCI LLC
Englishtown, New Jersey USA
Performance enthusiasts on internet forums mistakenly practice selecting "flow-based" parts, brand names and copying dyno tuned "set-ups" as the base of their all motor builds. In 2005, I fearlessly pursued to test n' tune the best base for an all motor build, which I had computed and illustrated in full detail, a year prior to implementing the project. Undoubtedly, a combination of "tuned-length" Honda OEM components fitted into one of many computational aspects and a hidden concept, that I had displayed during late night sessions.
This particular 2.0L B18C, Honda OEM "Base All Motor Build” is comprised of all Honda OEM Bolt-Ons and a GS-R transmission, which has the longest and tallest gearing of VTEC transmissions. It is considered to be a "Big Bore LS/VTEC", which is essentially the same dimensions as the B20VTEC (CRVTEC). The disadvantage of this build was that I resorted to using an 85x89 B18C longblock that I previously assembled with high compression pistons and stage 4 cams. Unfortunately, in an effort to tune with 93 octane and 13:1 compression, I could not replace the stage 4 cams with Type-R cams. Ideally, the best base all motor build would have been comprised of all Honda OEM long-block components to discover the full potential of the Honda OEM bolt-on combination. The Honda OEM "Base All Motor Build" is a computed "tuned-length" combination of dimensions to work together and “time the air” at a specific rpm range. Using the stage 4 cams lowered efficiency in one engine speed range, while gaining at a higher speed range, resulting in a less average horsepower. A flatter piston and Type-R (ITR, CTR) cam shafts would have been ideal to compliment the rpm range that the Honda OEM bolt-on combination was designed for. This is the key to obtaining the highest volumetric efficiency from an engine, which is dictated by the engine speed to be emphasized.What misguiding dyno tuners and internet forums would perceive as the “worst set-up”, the tuned-length "Honda OEM Base All Motor Build" combination matches and exceeds the weakened potential of flow-based, overly priced, "fully-built" and high-rpm horsepower engines that are dyno tuned with race fuel. When planning the best base all motor build, keep in mind that obtaining the most displacement is not a reflection of the greatest potential. The ideal, emphasized power curve dictates the highest volumetric efficiency, yielding the greatest potential of the displacement.ALL SEASON TIRE Time Slip (right lane)
