Affordable, reliable and superior power efficiency – you can have all three. It is possible to have a superior Honda race engine with OEM parts and being capable of passing emissions. My philosophy is, if the original manufacturer parts are only good enough to be replaced with it’s aftermarket counterparts, then the engine core is good for nothing. When building a properly tuned engine, utilizing as many Honda OEM parts and components is the key to making raw Honda power naturally. The Honda OEM P61 All Motor LS/VTEC combination is a perfect build example of true Honda Real-Time tuning.
[Created: Nov 15, 2010]
Link to Break-in Video
Copyright © 2011 JDMSCI LLC
Body Trim
1997 Integra GS-R
Weight - Unknown
Daily Driven Street Car - LS/VTEC Build Tuned
Drag Strip & Road Course Compatible
All Season Tires - 205/50/15 | Integra GS-R Rims
Gasoline: 93 Octane
Honda OEM Type-R suspension
Engine Long-Block
Honda P72 cylinder head (1994 Integra GS-R)
Honda B18A short block (1991 Integra LS)
1834cc, 81mm bore x 89mm stroke
Honda OEM Type-R Cam Shafts
RM Valve Springs/Retainers, Ferrea Valves
Honda OEM VTEC Pistons
Engine Bolt-Ons
Honda OEM Type-R Revised Intake Arm/Air Box
Honda OEM 60mm Throttle Body
Honda OEM P72 Intake Manifold
Honda OEM JDM Type-R Exhaust Manifold
JDMSCI Interchangable Catalyst / Test Pipe
Yonaka 60mm Cat-back Exhaust System
Engine Management
Honda OEM OBD2 High-Power Injectors
Honda OEM B-series VTEC Fuel Pump
JS-VTEC-18R Tuned Program -
OBD2 Honda VTEC ECU
OBD2 Custom Tuning System + Kiwi Wifi
OBD2A to OBD1 Conversion (Jumper) Harness
OBD1 Chipped VTEC ECU / Crome Tuning
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
Update: Gearing will be revised
Clearances
The markings on the block and rod caps for bearing were used for bearing identification and selection. All clearances measure within Helms service Manual specifications with the use of Plasti-guage.
ECU Editing
For break-in, an OBD1 Chipped VTEC ECU was used with a tuned program from a previous B18C that had the same cylinder head and fuel system combination. The Chipped VTEC ECU was a virgin Honda P06 ECU that I modified with a ZIF socket, datalogging connector and other vital electronic components to be able to start with an altered Honda ROM base. The ROM was altered and uploaded with Crome ROM Editor Software and the Moates Ostrich Emulator. ECU editing is most beneficial when altering the stock Honda program actually exceeds the results of the stock ecu used with the built engine combination. The reason for editing is not as general as seeking “more power”, which is an undefined approach. For every change made in the engine combination from stock, the ideal theoretical timing and fuel curve will change, therefore requiring a ROM altercation to emphasize the new engine combination to it’s maximum potential. If your engine likes more overall ignition advance and a lower vtec engagement from stock, you have some bolt-on dimensions that are not working together at the same engine speed. Again, tuning starts with building the engine’s curve, not with ECU editing and dyno tuning. Give the engine what it needs with ECU editing for best results and the best tune is the best engine combination.
