GT100 class (project d15b vtec) part.2

Nearing Completion *and happy new year guys!!

The GT100 contender project bottom end (block)
has been assembled, after achieving the desired oil clearances on the connecting rod and main bearing
(for proper oiling and correlating to application + oil type to be used)

ARP rodbolts are properly "stretched" vs regularly torqued

OEM honda MLS headgasket (multi-layer steel) is chosen
OEM honda valveseals for good durability

as it sits : we wait on the arrival of the long primary 4-2-1 style header to be delivered
and the rest of the mock up and final assembly completed :)

a sweet shot of the arp rod bolts and yes we use alot of them
as they are the same for dseries and b18a/b or b20 rodbolt application.
so the application are on several platforms of honda engines

We dont scrub it... the piston tops remain oem and just solvent cleaned, avoiding scrubbing or sanding it helps maintain proper piston top cc or positive displacement
in this shot, the OEM quality piston rings are placed in good order prior to final ring assembly
ps. it is also this time we do check ring end gaps per bore, hence the cyl numberings

ARP prefers "stretching" to 0.0050-0.0055" on the rod bolts and we are within the suggested window by the manufacturer themselves... Torquing it is okay, as ARP says, but achieving accuracy is unsurpassed when doing  the "stretch" method.. and by design that is what ARP intended. What better way than to install it the way it was designed :)

 Head and Block almost done... can almost call it "long blocl" but header, intake and valvecover needs to be bolted on first hehe  * notice the view of the awesome exhaust ports that may posses high airspeed flow for excellent torque.

Here is the peekaboo view of the intake ports on the head atop the block it is permanently partnered with.
Took this shot as we may not see it anymore after the intake manifold is bolted up

next target update is
*Final long block completion
*crating of engine for delivery or pickup
* owners start up sequence
*dyno tuning and further developments

Stay Tuned for more!

Recent Dyno Test and Tune : B20vtec

Around December 20 @ 4:12pm (was hot and uber humid!) we had scheduled a dyno for the following:

B20vtec with the following specs

PR3 head : ported and developed by us, OEM valves *no flat faced ferrea here
                 Supertech HDR springs and retainers
B20b block : 1up pistons (like ycp cast pistons with dome) ARP rod bolts on oem stock rods

Skunk2 Pro 2 camshafts : 0.493"/0.458" Lift (intake/exhaust)   258*/265* dur@0.050" (in/ex)

Intake : ITR intake manifold w/ 68mm cast style throttlebody

Exhaust : SMSP style 4-2-1 long tube tri-Y header w/ 24inch resonator (not open exhaust)

Compression is 11.8:1 (running on 93RON) thats about 89 u.s. octane for our U.S.A  friends UNLEADED!

*a typical street/daily driver set-up we can find universally around the globe hehehe

below are the pictures of the build and last is the dyno run's view :)

a view of the intake ports : the lighting shows the proper contours and shape we have achieved on the port sidewalls, the divider and including the short turn... without totally hogging out the port

a beautiful view of the exhaust ports, streamlined without the need to overly port the sections this lets us maintain excellent port velocity for improved torque at the very least

The reason for the final re dyno was a re work of the ITR intake manifold we have ported it including the plenum section + further re did the work for more improvements and based on previous results

At this angle you can clearly see excellent runner entry shape and the reason for the "rework" was based on previous dyno's we have learned substantial things... i guess that classifies a legit "R&D"
aka research and development LOL :P

a Picture of the header we used (the same design ofcourse this is still new)  foreground is the Bseries header, and on the background (upside down) is a sohc version of our Tri Y 4-2-1

The dyno achieved in Thursday December 202018
noticee the torque/hp improvements between 4,000-5,000rpm justifies the improved runner shape and intake manifold porting = makes for an excellent dailydriver!!

interestingly the curve around the 9,000rpm mark does not show a drastic power drop it seems its still "trying" to carry it onwards, and it reflects not just on the hp but also torque curve, interesting!

we have learned and found out we have sort of maxxed out the ITR plenum size :(
...while the ITR runner shape + added taper via porting was excellent and working well, we feel with better plenum volume (more volume)  we could see significantly more peak power gains...

i guess this is where the Edelbrock PerformerX shines where a VictorX might hurt our midrange...

interesting eh?

so Stay Tuned for more work from us @ SRDmotorsports but we hope you enjoy this update

and Merry Christmas to all!!! cheers!

A proper B20vtec (oem style) project for Mac

Owner had a first gen B16a swap installed to his Eg civic hatchback... and whilst the engine bay was repainted and needing the usual and typical high mileage maintenance, the owner figured going to a b20 vtec would be sensible (cost wise)

set-up is comprised of :

- B16a Cylinderhead : ported and developed by us + CTR/ITR dual springs installed
  new oem honda valveseals + camseal and machine decked surface making this head "new" in condition

-B20b Block : Rebuilt and refreshed with New oem daido/taiho main and rod bearings, ARP rod bolt  fastener upgrade, Bnew 1up Pistons (similar to YCP style) but this 1up piston is based on a derived design off the ARIAS 7.4cc dome pistons on p3h piston geometry so it sits 0.030" below which is okay for pump
* proper main bearing oil clearance is achieved and done
*proper rod bearing oil clearance is achieved and done aswell...
*proper ARP tightening sequence of "stretch" vs just simply torquing them
*our own custom made steel braided vtec oil line and fittings

-Intake manifold : OEM p30 b16a intake manifold we have ported and had the plenum cut, to let us port the  proper intake runner radius and shape then tig welded back shut this motor will be a torque monster :)

-Exhaust : stainless copy of a ctr/itr 4-1 header

some "OEM" flavor upgrades and some aftermarket are

-Camshaft : B18c1 cams which are significantly meatier than the second gen b16a cam and significantly  beefier than a first gen b16a cam (which the owner had) As mentioned above we have thrown in a ctr/itr  dual spring upgrade to insure safety

-Camgears: Skunk2 ProSeries adjustable camgears to let us tweak the powerband to where it likes it best

-Target Compression ratio is 12.4:1 which is perfect for our 95ron pump gas

-Will run on obd1 P06 rechipped ecu by Ecu_later, and tuned via Crome

next are photos of the project :

 Here we have a shot of the 1UP pistons and ARP rod bolt fasteners,
and the second shot is of the rods itself pressed on the 1up pistons (dont mind our rare 36idf carb in the background haha)

Next is a sneak peek of our portwork done on the venerable P30 b16a OEM (stock) intake manifold
the entry are carefully radiused to improve its efficiency and increase excellent air speed, all of which helps generate better torque earlier and carry it longer

A view of the 1UP piston domes peaking out :) notice the deck it sits 0.030" below so this will suit even the GSR style chambered heads and give significant piston to valve clearance since it is Arias based giving it ample room even for 1mm oversized intake valves should you need that.

We pride in installing the ARP rod bolts as how they prefer it, via the "stretch" method so here is our indicator showing the proper stretch which arp calls for 0.005-0.0055" and we are in the window

 Here is a shot of the p30 intake manifold fully welded, and the Steel braided vtec oil line layed on top of it... and slightly below it is the new ARP rod bolt before we installed it (sorry for that mess LOL)

A nice shot of the intake port we did, the keen eye will notice the port itself isnt entirely hogged out
this promotes excellent airspeed and torque generation

A nice angled shot showing how the short turn blends well with the port side walls and the port divider itself

A shot of what the injector see's  aka the Money Shot  LOL

The finished b20vtec OEM style refreshed into a "new" condition
in reality this is a zero mile motor as it sits on the stand, virtually it hasnt seen any miles yet.
So the owner will enjoy this as if its Bnew :)

Another shot with a slightly better view of the skunk2 Proseries camgears
that is the only hint that it is beyond "stock" in rebuild status

we will keep you posted as soon as the owner gets some miles and have it tuned with us.

*as it stands, the civic hatchback is waiting for paint curing on the engine bay then they can have the engine installed as soon as possible...

Stay Tuned!

GT100 class (project d15b vtec)

The GT100 class in our region is all about being rated at 100whp

which is a smart rule.. compared to "parts" or "mods" limiting class...
here you are free to modify anything but do not exceed the gt100 power rate...

so our smart idea is to generate the most torque and hp on a motor... and once dynoed
try to tune the peak power to be limited at 95-98whp   this way the torque generation is still at max and only the peak power is limited... we dont se no torque limitation rule right? :)

our set up will comprise of: :

-d15b head (d16z6 in other locations in the world lol)
 ported and improved flow for max efficiency

-d15b block fully blueprinted, static balanced pistons, achieved proper oil clearances on the main and rod bearings, ARP rod bolt upgrade for improved durability and reliability

-Induction : p08 factory intake manifold, fully port matched to improve flow efficiency and possibly run a Cold Air Intake (CAI) as we have noticed due to its harmonics benefit (intake length) there is substantial boost in hp and torque at around 4-4.5k rpm...  this will help us achieve improved benefit on roadrace applications

-Exhaust : 4-2-1 long primary tube design header which we have used on numerous projects, this design lay out has proven to be efficient in the mid range and even top end... and much credit to SMSP aka Dave Stadulis for coming up with this design, we figure to thank the originator since his introduction of the design ages ago compared to now.. it has been mimic'd countless times...
thanks to Stadulis Motor Sports Products (the true meaning behind the smsp name)

so on to our update :)

Here we have a d16z6 head  about 70% ready (just pending machine works and multi-angle valvejob)
after the iniitial wave of port work and cylinderhead development

 a view of the 4 intake ports in the shot above

Here the exhaust port view of the flange side header mating area

an excellent view of the exhaust port with good efficiency being the goal and task...
an efficient exhaust port means not totaly hogged out for volume while maintaining an excellent streamlined shape for improved exhaust port velocity... the faster exhaust exit speed the better torque the engine can generate (better means earlier too.. in the rpm range)

a fun shot at the intake side port of the head and its well "matched" intake manifold for excellent transition of flow from intake runner to intake port itself... while the goal isnt improved fuel consumption or fuel economy here...   the more efficient the head performs  means more power per fuel consumed...

stay tuned for more updates guys!

With the slowing down of "forums" and the current trend of social media (fb) not giving the benefits we all once had via the forums... i believe it is time to bring back some activity as blogs...

a little update, sometime around the 17th of February 2018 our main guy (me) was involved in a car accident while no physical injuries were incurred (blessed and lucky) supposedly on the first impact i hit my head and i was knocked out...  experiencing Traumatic Brain Injury (TBI) is a bummer.. and the depression rate is quite high... none the less we are all lucky to be here...

so now.. back to updating this blog to bring back the old "forum" feels

from our last blog update here (roughly 6yrs ago wow) we have built almost more than a hundred engines and heads.. including happy customers in Australia, Norway, Ireland, Austria and The US of A...

pls feel free to track our activity and like our fb page  https://www.facebook.com/SRDms/

we have some fun upcoming project builds to share!
including a GT100 class engine project (sort of like a class11 vw scenario but road race and honda)

stay tuned!

B16a cylinderhead development pt 14

A picture in larger scale  meant to be more of a "showcase" of sorts

on our basic "street" cylinder head development package
and our  All out Race cylinder head development package

it is standard procedure  to  disassemble the rocker arms , clean them
inspect all vtec pin per rocker set and shaft  and ensure a clean rocker assembly

they say "cleanliness is next to godliness"  and so  we maintain this standard
as we tip our hat to the car gods and bless us with more power :)

note*  that others or shops  tend to just dump the rocker arm assemblies
         into a tupperware/plastic tub  during the porting procedure
        and just reinstall them when done ,   that is a big NO NO  for us
     
        cuz  we'd have no control  in taking notice of debris or foreign objects
       contaminating the oil, let alone the valvetrain being  one of the most stressed
       components of the engine , adding dirt to the oil  will just lead to premature engine
      life/durability

---------------------------------------------------------------------------------------------------------

currently at the time of publishing this,

the head is done  from the machineshop, fully assembled  , leak tested
and installed on the b16a block of our costumer's daily ride

we have conducted  the initial phase of street tuning  (ecu tuning) 
and so far it looks promising, as we are nearing the max of the 240cc stock injectors
 at  about 7k rpm WOT  ;)

will conduct  further tuning once the ported P30 intake manifold is done and installed

hopefully  a dyno session in the near future when all is said and done

so we can share with our readers, the data and results  :)

B16a cylinderhead development pt.13

here's the finished product/project  

- b16a cylinderhead  fully developed by SRDmotorsports
 
specific use : b16a stock internal/block  stock 1600cc displacement
                      stock compression  (no block milling or head milling)

 goal             : Improve efficiency , and significantly increase fuel economy
                      inherent byproduct of the above,  will be the following,
                    : promote early torque development in the rpm range
                    : carry over to the mid range and increase top end pull

as stated in the begining of this project , performance parts used are :

Buddyclub Spec3  cam ( a step over CTR cams , close to skunk2 stage1)

Crower valvesprings to support valve control in the upper rpm's

Ebay TypeR copy 4-1  header

p30 intake manifold fully ported and developed by us (currently being worked on)

here's a variant shot of the parts, with some of the springs  taken out of the box
and rocker arms  during pre assembly 

B16a cylinderhead development pt12

here's  a picture of all 4 intake ports done and textured

-ready for machine work i.e. competition 3 angle valvejob and deck resurfacing

- to ensure  superior headgasket sealing/longevity and OEM valve seals installed

a closer shot of the ports  to show the texture  it has developed into

*it is not smooth  nor very rough, just a fine balance in texture
  where it creates  ideal surface tension to keep fuel into suspension
  and improve  overall flow

* the term "port and polish" is a misnomer , as you dont really polish anything
 but keep the right texture

 on the exhaust yes, you can polish it as mirror finish as you'd likee
 but after a few minutes of idling, let alone  driving...  it will be coverd in carbon byproducts , so texturing the port and keeping the shape uniform and sleek
 is a more important  goal to be set  :)

*so if you hear someone say  they will polish the exhaust  and the intakes not so polished,   slowly and kindly walk away...  as you know  your cylinderhead might end up being a gas guzzler  he he he

B16a cylinderhead development pt11

an excellent visual  to show our followers,   concentrating on the short turn radii

- due to the shot from the chamber side  viewing both intake ports
  it is more evident  the shape  the short turn has taken and the port's sidewalls

- consistency is KEY  even with texturizing the ports  when the final shape is achieved

A more intricate view of the port,  notice  the shape  thats taken around the short side radii

the attempt here is  aiding flow   into the bend/turn without  any abrupt shape or kink
that can manipulate "sheering"  because fuel is held into suspension in the air
as a fine mist, sheering  would mean "pooling"  or losing the fuel suspended in air
and turning to droplets

*as we know,  liquid/droplets  tend to be hard to ignite

* this is the common mistake  when the engine ends up being a gas guzzler
  after  X mods done in Y manner 

B16a cylinderhead development pt10

a nice shot  of the short side radii  , taken from the chamber side into the intake port

the port wall into short turn transition has been shaped  to promote a gradual bend
without  having to remove alot of material that would increase CSA and slow down port velocity ,

with the right  valvejob spec (3angle/ 4 angle) done after ,  this will be a very efficient port design 

B16a cylinderhead development pt9

here's an angled shot to show a better visual on the port shape it has taken

- notice the base of the splitter (top of the splittr in the pic)  the work around it
  it has been shaped but not totally overworked or hogged out
  the keen eye would notice too, that  by doing such work  we get to widen the
 short radii  a little bit and helping the short turn transition altogether

- on the outer side / wall of the port , the short turn radii and bowl transition evident
  and there is still a faint scribe/line of the casting flash / core shift on the head
  this goes to show the amount of portwork/material removal done to the intakes
  which is minimal  ,  to maintain  high velocity at the ports

B16a cylinderhead development pt8

first of all  :  so sorry for the long time gap  inbetween updates on the b16a head
                     we've been busy  finishing it up and processing other projects

here is a shot of the intake port with further work done to it  all through out
texture has been achieved  on a desired level , after i got the shape i wanted 

next picture/shot  has the camera slightly lower  to show more of the short turn radii
and the work done at the base of the splitter (top of the splitter in the pic)
and at the top  the splitter ( in between the guide boss)

B16a cylinderhead development pt7

last picture for now, we will take further pictures as we progress along the way

this  shows the short turn and the inner divider (splitter)

hint :  it is  not bad to slightly widen the short turn , as the short turn tends to have faster speed than the long side of the port,  so  widening = slowing it down
which then makes the delta between long side and short side flow speed more close

better overall  flow and less sheering on fuel mist  that is suspended in the airstream

B16a cylinderhead development pt6

pardon the lighting glare :

this is to show  the short side  radii  and port side walls   
extremely important  to have  a nice  gentle transition (bend)  into the valve
as flow does not like to turn abruptly

a picture with less lighting glare :

as mentioned  the importance of a gradual bend  to help maintain good flow
more so  that  mist/liquid droplets  like it even less to make abrupt turn

so transitioning well is paramount

B16a cylinderhead development pt5

this  angle  is for better visualizatin  on the work done (current unfinished state)

improving the overall  port transition from port entry to bowl/throat  to seat

currently :  bowl , throat and short side radii  work has been started

here's a picture from the chamber side  into the intake ports

better view of the bowl/throat  and the reshaping its taken for a better transition into the valveseats  

critical to note :   valve to throat  ratio is important  in targeting speciifc rpm range
                         and camshaft profile used  , without overshooting the size
                          and risk  lower torque result and less than desireable power figures

B16a cylinderhead development pt4

a better shot of the intake port (slightly lower camera)

in turn  ,  this  shows a bit more of the short side radii 

and bowl work 

-notice the overall throat's transition to the seat

B16a cylinderhead development pt3

here we show  the current work done to it

bowl work and throat work has been done
and a bit of short side radii  transitioning  also

critical area to work on where  one can make a mistake  in reworking
and suffer power gains  on the top end  or torque  down the midrange

B16a cylinderhead development pt2

here's  the shot of the intake ports in its  stock bare casting form

picture is for reference  with the finished work as we take pictures during the whole progress of the work

B16a cylinderhead development pt1

here's  a picture of the bare head  after cleaning  with detergent and blow drying with compressed air ,  ready to go thru the dirty work of porting  :)

quick spec' of the work

b16a cylinder head  to recieve port work by us 
will run buddyclub 3  cams  

block will be a stock JDM b16a (p30 pistons)
P30 intake manifold  ported through out, with plenum work and reweld
typeR 4-1 header 

target is emphasized on producing torque early in the rpm band
to carry  power better  into vtec transition 

improved flow on the ported intake manifold should help boost peak power too

d16z6/d15b vtec IM development pt.7

the finished product , final texture achieved , runner entry shaped and contoured
the dividers are more profiled 

overall target here is :

making the convoluted non high performance OEM dseries manifold (p08) casting
to be more efficient  in air delivery, with an attempt at trying to equalize air distribution
ultimately improving engine performance and with the right tuning , even fuel efficiency

- 

to compare, this is definitely not on par with  a specific aftermarket manifold
like the skunk2/blox IM's  which is preceded by the edelbrock performerX performance wise

but this is a good solution to those that need to race "stock" 
or to maintain that "stock" look  when needed :)

even a stock engine with just this portwork/mod on the intake
and ecu tuning will give a pleasant improvement in performance and fuel efficiency

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this is now tig welded shut  and the brake master vacuum source (broken press fit)
is now replaced with a 3/8 NPT 90deg fitting  for that clean finish