Camshaft Discussion - Honda
11-Feb-2004 | 11:59 AM
#1
Thread Starter
Registered User
Joined: Mar 2003
Posts: 1,033
From: brampton
Camshaft Discussion - Honda
anyone know the number n the cam? or part number that'd be on teh box from honda???? anyone>???...need to know asap....please PM or email at davis2824@hotmail.com
...get soem skunks..stage 1's...make better power..itr cams wont' make to much difference...
11-Feb-2004 | 12:49 PM
#3
Thread Starter
Registered User
Joined: Mar 2003
Posts: 1,033
From: brampton
well gs-r cams are shiet, lowest out of all b seris vtec cams....even b16 have higher lobes....and this is a daily driver, so something crazy would be twice and i would need springs and retainers as well.....
11-Feb-2004 | 01:26 PM
#4
Senior Member
Joined: Jul 2002
Posts: 2,688
From: Starbucks
Originally posted by Quick_CX
i would need springs and retainers as well.....
i would need springs and retainers as well.....
"Intake & Exhaust Valves, Retainers & Springs(dual) are a package and are new in the bag $400"
11-Feb-2004 | 05:32 PM
#7
Registered User
Joined: Oct 2002
Posts: 1,149
ahhh gsr cams are more potent that b16 cams...especially the first gen b16's..
but ctr's are definalty more agressive but not alot more..
I'd save for soem skunks or crowers...alot more power potential..but if yoru not gogin for big gains then ctr's woudl be good
but ctr's are definalty more agressive but not alot more..
I'd save for soem skunks or crowers...alot more power potential..but if yoru not gogin for big gains then ctr's woudl be good
12-Feb-2004 | 09:23 AM
#11
instead of talking like a bunch of dumb****s, why don't you post some cam specs on whatever you have/know/knock... like lift, duration, and overlap. rather than talk smack, post some hard facts!!! something to educate and inform!
12-Feb-2004 | 10:03 AM
#12
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Joined: Jan 2003
Posts: 17,846
From: on a race track
Originally posted by bbarbulo
instead of talking like a bunch of dumb****s, why don't you post some cam specs on whatever you have/know/knock... like lift, duration, and overlap. rather than talk smack, post some hard facts!!! something to educate and inform!
instead of talking like a bunch of dumb****s, why don't you post some cam specs on whatever you have/know/knock... like lift, duration, and overlap. rather than talk smack, post some hard facts!!! something to educate and inform!
lets see specs from the **** talkers .....
12-Feb-2004 | 11:14 AM
#13
here is some info I found from 5thgearonline:
Camshafts, Valve Springs and Valves
When it comes to cams in the B-series engine, you can swap them back and forth without problems. The hot cams to get in this case are the U.S. market Type R Integra cams or the JDM (Japanese Domestic Market) Civic Type R cams.
These factory cams are quite respectable, with near racecar lift, duration and overlap on their high rpm lobes. Being VTEC, they still purr like a stock engine at idle and low speeds and will still be able to pass your local smog test.
With the exception of the Type R cams, all of the standard B-series engines have similar high rpm VTEC lobe specs. They all have 230 degrees of intake duration (measured at 1mm of checking clearance) with 10.6-10.7mm of lift. On the exhaust side, they have 227 degrees of duration and 9.4mm of lift. The cams all have about 17 degrees of overlap.
What works really well on all of these engines is to swap the cams for the Type R Integra cams or the JDM 1998 Civic Type R cams. The Integra Type R cams have 240 degrees of intake duration with 11.5mm of lift while the exhaust sports 235 degrees of duration and 10.5mm of lift. The Integra Type R cam also has 25 degrees of overlap. The JDM 1998 Civic Type R cams is slightly bigger with 243 degrees of intake duration and 28 degrees of overlap.
When installing these cams on a non-Type R VTEC B-series engine, you should install the appropriate Type R intake valve springs on the exhaust side of the head. U.S. market B engines--with the exception of the Type R--only have dual springs on the intake valve. The dual exhaust valve spring is important to help handle the extra valvetrain velocity that the much higher lift Type R exhaust cam has. The regular B-series dual intake valve spring set-up can be run with the Type R cams because they are actually stiffer than the Type R intakes. This is because the Type R valves are lighter than the regular B-series valves.
Type R cams can gain from 8-9 more top end hp--sometimes even more when the cam timing is optimized--more than the stock B-series cams and are an excellent value in streetable performance cams.
As a cost saving measure to avoid having to buy exhaust valve springs some people have success installing only the Type R intake cam. Just the intake cam alone can result in gains from 6-7 hp.
Below is a chart with the part numbers of the hot Type R cams and the valve springs needed to run them, at least on the exhaust side.
You may also want to run the Type R valves. Although they are the same diameter as the regular B-series valves, they have an improved contour for better flow and they're lighter. A good head porter can contour the stock B-series valves to match the Type R valves, but if you need new valves, the Type R valves are preferable.
If you don't want to run the Type R cams, desiring even more top end power, excellent streetable cams are made by Toda, Spoon Sports, Skunk 2 and JUN. The big American companies like Crane and Crower are also getting into the game with their own billet offerings. Crane in fact already offers a radical profile, friction-reducing roller cam and follwer set; they aren't cheap, however. When running other cams, please note that on finger follower engines like Honda's it's critical to run near stock base circle billet cams for long life and proper true to spec valvetrain geometry. Regrind cams just don't work well with these engines. Poor peaky power bands and rapid wear can result from regrinds.
With aftermarket cams, it's also important to run the manufacturer-recommended compatible valvetrain parts, most importantly the springs and retainers with these cams.
Camshafts, Valve Springs and Valves
When it comes to cams in the B-series engine, you can swap them back and forth without problems. The hot cams to get in this case are the U.S. market Type R Integra cams or the JDM (Japanese Domestic Market) Civic Type R cams.
These factory cams are quite respectable, with near racecar lift, duration and overlap on their high rpm lobes. Being VTEC, they still purr like a stock engine at idle and low speeds and will still be able to pass your local smog test.
With the exception of the Type R cams, all of the standard B-series engines have similar high rpm VTEC lobe specs. They all have 230 degrees of intake duration (measured at 1mm of checking clearance) with 10.6-10.7mm of lift. On the exhaust side, they have 227 degrees of duration and 9.4mm of lift. The cams all have about 17 degrees of overlap.
What works really well on all of these engines is to swap the cams for the Type R Integra cams or the JDM 1998 Civic Type R cams. The Integra Type R cams have 240 degrees of intake duration with 11.5mm of lift while the exhaust sports 235 degrees of duration and 10.5mm of lift. The Integra Type R cam also has 25 degrees of overlap. The JDM 1998 Civic Type R cams is slightly bigger with 243 degrees of intake duration and 28 degrees of overlap.
When installing these cams on a non-Type R VTEC B-series engine, you should install the appropriate Type R intake valve springs on the exhaust side of the head. U.S. market B engines--with the exception of the Type R--only have dual springs on the intake valve. The dual exhaust valve spring is important to help handle the extra valvetrain velocity that the much higher lift Type R exhaust cam has. The regular B-series dual intake valve spring set-up can be run with the Type R cams because they are actually stiffer than the Type R intakes. This is because the Type R valves are lighter than the regular B-series valves.
Type R cams can gain from 8-9 more top end hp--sometimes even more when the cam timing is optimized--more than the stock B-series cams and are an excellent value in streetable performance cams.
As a cost saving measure to avoid having to buy exhaust valve springs some people have success installing only the Type R intake cam. Just the intake cam alone can result in gains from 6-7 hp.
Below is a chart with the part numbers of the hot Type R cams and the valve springs needed to run them, at least on the exhaust side.
You may also want to run the Type R valves. Although they are the same diameter as the regular B-series valves, they have an improved contour for better flow and they're lighter. A good head porter can contour the stock B-series valves to match the Type R valves, but if you need new valves, the Type R valves are preferable.
If you don't want to run the Type R cams, desiring even more top end power, excellent streetable cams are made by Toda, Spoon Sports, Skunk 2 and JUN. The big American companies like Crane and Crower are also getting into the game with their own billet offerings. Crane in fact already offers a radical profile, friction-reducing roller cam and follwer set; they aren't cheap, however. When running other cams, please note that on finger follower engines like Honda's it's critical to run near stock base circle billet cams for long life and proper true to spec valvetrain geometry. Regrind cams just don't work well with these engines. Poor peaky power bands and rapid wear can result from regrinds.
With aftermarket cams, it's also important to run the manufacturer-recommended compatible valvetrain parts, most importantly the springs and retainers with these cams.
12-Feb-2004 | 04:10 PM
#16
Registered User
Joined: Oct 2002
Posts: 1,149
I'm not a **** talker..I've been around long enough to knwo that itr cams will not do much over gsr cams..I mean 8 hp is **** all...your better off getting soem skunks or crowers...I coudl post specs' up but wtf does that have to do with anything...gsr cams are better than any b16 cam...go look it up I have no time to waste finding and posting spec's..I mean 5 whp for a 900 dollar investment in cams is kinda bull****...
12-Feb-2004 | 04:17 PM
#17
Originally posted by dingus8
...I coudl post specs' up but wtf does that have to do with anything...
...I coudl post specs' up but wtf does that have to do with anything...
12-Feb-2004 | 06:00 PM
#19
Registered User
Joined: Oct 2002
Posts: 1,149
ok BBar you asked now you recieve...lol
Toda Spec A 11.6 mm, duration - 250 @ 1mm 11.2mm, duration - 240 @ 1mm
Toda Spec B 12 mm,duration - 255 @ 1mm 12 mm, duration - 245 @ 1mm
Toda Spec C 12.5 mm,duration - 255 @ 1mm 12.5 mm, duration - 255 @ 1mm
--------------------------------------------------------------------------------
Jun Type 1 10.9 mm, duration - 265.3 @ 1mm 10.0 mm, duration - 268 @ 1mm
Jun Type 2 12.0 mm, duration - 266.6 @ 1mm 10.9 mm, duration - 265.3 @ 1mm
Jun Type 3 12.0 mm, duration - 265.3 @ 1mm 11.5 mm, duration - 265.3 @ 1mm
--------------------------------------------------------------------------------
Spoon Sports 11.53 mm, duration - 256 @ 1mm 11.13 mm, duration - 245 @ 1mm
Skunk 2 stage1 11.58 mm, duration 252 @ 1mm 10.9 mm, duration 249 @ 1mm
Skunk2 stage 2 12.3 mm, duration 266 @ 1mm 11.8 mm, duration 262 @ 1mm
Skunk2 stage 3 12.8 mm, duration 273 @ 1mm 11.5 mm, duration 273 @ 1mm
--------------------------------------------------------------------------------
Crower 63400 10.72 mm, duration - 234 @ 1mm 9.60 mm, duration - 234 @ 1mm
Crower 63401 11.38 mm, duration - 249 @ 1mm 10.54 mm, duration - 240 @ 1mm
Crower 63401T 11.81 mm, duration - 230 @ 1mm 11.30 mm, duration - 226 @ 1mm
Crower 63402 11.84 mm, duration - 258 @ 1mm 11.84 mm, duration - 251 @ 1mm
Crower 63402A 11.84 mm, duration - 246 @ 1mm 11.81 mm, duration - 239 @ 1mm
Crower 63403 12.04 mm, duration - 267 @ 1mm 11.84 mm, duration - 257 @ 1mm
--------------------------------------------------------------------------------
Integra Type R 11.5 mm, duration - 240 @ 1mm 10.5 mm, duration - 235 @ 1mm
Civic Type R 11.5mm, duration - 243 @ 1mm 10.5 mm, duration - 235 @ 1mm
this better shut people up.....and I was not makign an exact judgment on cams I was jsut sayign that skunks or any other stage 1 would have better gains as now shown by the duration and lift of the other compared...you dont' want to much cam without the compression to go with it so....
Toda Spec A 11.6 mm, duration - 250 @ 1mm 11.2mm, duration - 240 @ 1mm
Toda Spec B 12 mm,duration - 255 @ 1mm 12 mm, duration - 245 @ 1mm
Toda Spec C 12.5 mm,duration - 255 @ 1mm 12.5 mm, duration - 255 @ 1mm
--------------------------------------------------------------------------------
Jun Type 1 10.9 mm, duration - 265.3 @ 1mm 10.0 mm, duration - 268 @ 1mm
Jun Type 2 12.0 mm, duration - 266.6 @ 1mm 10.9 mm, duration - 265.3 @ 1mm
Jun Type 3 12.0 mm, duration - 265.3 @ 1mm 11.5 mm, duration - 265.3 @ 1mm
--------------------------------------------------------------------------------
Spoon Sports 11.53 mm, duration - 256 @ 1mm 11.13 mm, duration - 245 @ 1mm
Skunk 2 stage1 11.58 mm, duration 252 @ 1mm 10.9 mm, duration 249 @ 1mm
Skunk2 stage 2 12.3 mm, duration 266 @ 1mm 11.8 mm, duration 262 @ 1mm
Skunk2 stage 3 12.8 mm, duration 273 @ 1mm 11.5 mm, duration 273 @ 1mm
--------------------------------------------------------------------------------
Crower 63400 10.72 mm, duration - 234 @ 1mm 9.60 mm, duration - 234 @ 1mm
Crower 63401 11.38 mm, duration - 249 @ 1mm 10.54 mm, duration - 240 @ 1mm
Crower 63401T 11.81 mm, duration - 230 @ 1mm 11.30 mm, duration - 226 @ 1mm
Crower 63402 11.84 mm, duration - 258 @ 1mm 11.84 mm, duration - 251 @ 1mm
Crower 63402A 11.84 mm, duration - 246 @ 1mm 11.81 mm, duration - 239 @ 1mm
Crower 63403 12.04 mm, duration - 267 @ 1mm 11.84 mm, duration - 257 @ 1mm
--------------------------------------------------------------------------------
Integra Type R 11.5 mm, duration - 240 @ 1mm 10.5 mm, duration - 235 @ 1mm
Civic Type R 11.5mm, duration - 243 @ 1mm 10.5 mm, duration - 235 @ 1mm
this better shut people up.....and I was not makign an exact judgment on cams I was jsut sayign that skunks or any other stage 1 would have better gains as now shown by the duration and lift of the other compared...you dont' want to much cam without the compression to go with it so....
12-Feb-2004 | 06:52 PM
#20
Senior Member
Joined: Jun 2003
Posts: 5,558
From: Saskatoon
Bbarbulo,
Do this apply to JDM B16A as well or do they have dual springs on the exhuast side?
Do this apply to JDM B16A as well or do they have dual springs on the exhuast side?
When installing these cams on a non-Type R VTEC B-series engine, you should install the appropriate Type R intake valve springs on the exhaust side of the head. U.S. market B engines--with the exception of the Type R--only have dual springs on the intake valve. The dual exhaust valve spring is important to help handle the extra valvetrain velocity that the much higher lift Type R exhaust cam has. The regular B-series dual intake valve spring set-up can be run with the Type R cams because they are actually stiffer than the Type R intakes. This is because the Type R valves are lighter than the regular B-series valves.
