Forged Racing Radiator Fan With Shroud Kit

Hi guys! Since my radiator fan got problem, I decided to upgrade my radiator fan with Forged Racing fan with shroud kit. Pictures below: 

Forged Racing radiator fan + shroud

back view

thinner and lighter! 

the installation process.... need to make some adjustment...

voila! it does look cool! 

See you guys in the next post and thanks for reading!

Forged Racing Website >> Click Here <<

Street Racing. Yay or Nay?

Hi guys!

Have you been on a street racing? Well i bet most of you experienced it before but we must always keep in mind that this activity are bad and very dangerous. HAHAHA, enough with the lectures :P  By the way, I would like to share a program produced by MTV entitled "MTV True Life : Street Racing"

Hope you guys can take good examples from this video and not the bad ones :)

>>> Part 2 <<<

>>> Part 3 <<<

p/s: this is what street racing in real life.. not like what we see in movies :P

Regards!

Comparison Between Original Skunk2 & Fake Skunk2 Intake

Hi guys.

Nowadays, we can find a lot of fake item in the market. One of it that i would like to share is Skunk2 intake. I hope with some of the photos attached in this post, we as consumer can differentiate between the real and the fake ones. This informations are very important to us, so that we wont get con by some of the untrusted sellers which sell this fake intake with the price of the original intake. Refer to the pictures below for comparison.

As you can see from the pictures above, there are a lot of differences between this two intakes. I can say that you wont get the same improvements that you will get from the original skunk2 intake with the fake skunk2 intake. You get what you pay right? But the most important thing is that i want to stress here is, preventing yourself from getting con by the untrusted sellers out there who claim that they sell the real intake but the truth is the intake that you bought is not the real one. At that time, you are already the victim.

Regards.

Hybrid Project Part 1

Hi guys.
For this project, i didn't touch anything on the engine block. Still remain with my current block setup since it is already quite good for this hybrid project. Furthermore, this block has just been overhaul last year. Since we took off the previous cylinder head, i asked my mechanics to polish back the piston. See below for the picture.

shining!!

Thank god there is no alteration on the piston that we need to make to fit in the cylinder head to the block. For those who didn't know, i'm using B16 p30 piston taken from EG siR VTEC, so we need to check first and after that we can decide which metal gasket thickness that we can use so that we wont have any problem later especially during MIVEC open/ ON. Stay tuned for more.

regards

Another Sign of Ageing?

Hi guys.
Recently, i felt that my engine is too aggressive to use on the road. Since this car is a daily driven car, driving in town with lot of traffic jam sometimes make me feel really pissed off especially during hot days and without air-condition. LOL. What more can i do right since I'm using race spec camshaft ( 300 degree of duration ). So it will stall everytime i turned ON the air-condition during idle. Suddenly, this idea came up in my mind. It might shock some of you guys but i want to reveal something.... i just bought new cylinder head to be plonked on my engine block. Pictures below.

i will now miss the power, the touch, the sound, the hardship, the sweat & the victory. thx all motor 4g93 variable-less screamer. you will be missed. thx for the memories.

MIVEC cylinder head

Yes. As you can see from the picture above, i bought the famous MIVEC cylinder head by Mitsubishi. The technology from the cylinder head is quite similar to VTEC system. MIVEC technology is an answer to VTEC by Honda XD. Some of the specification of the cylinder head.

Mivec Camshaft Profile

mivec low lobe
Ex 232/8.24mm lift
IN 228/7.58mm lift

Mivec high lobe
Ex 285/9.83mm lift
In 300/10.41mm lift

Still didn't get the idea? here are another informations that i got from the internet which can help you guys to understand a bit more on what MIVEC really is :)

"Some types of variable valve control systems optimize power and torque by varying valve opening times and/or duration. Some of these valve control systems optimize performance at low and mid-range engine speeds. Others focus on enhancing only high-rpm power. MIVEC system provides both of these benefits by controlling valve timing and lift. The basic operation of the MIVEC system is altering the cam profiles and thus tailoring engine performance in response to driver input.

In essence, MIVEC serves the same function as "swapping cams", something that car racers might do when modifying older-design engines to produce more power. However, such swaps come with a compromise - generally yielding either greater low-end torque or more high-end horsepower, but not both. MIVEC achieves both goals. With MIVEC, the "cam swap" occurs automatically at a fixed engine speed. The cam switch operation is transparent to the driver, who is simply rewarded with a smooth flow of power.

Two distinct cam profiles are used to provide two engine modes: a low-speed mode, consisting of low-lift cam profiles; and a high-speed mode. The low-lift cams and rocker arms - which drive separate intake valves - are positioned on either side of a centrally located high-lift cam. Each of the intake valves is operated by a low-lift cam and rocker arm, while placing a T-lever between them allows the valves to follow the action of the high-lift cam.

At low speeds, The T-lever's wing section floats freely, enabling the low-lift cams to operate the valves. The intake rocker arms contain internal pistons, which are retained by springs in a lowered position while the engine speed is below the MIVEC switchover point, to avoid contacting the high-lift T-shaped levers. At high speeds, hydraulic pressure elevates the hydraulic pistons, causing the T-lever to push against the rocker arm, which in turn makes the high-lift cam operate the valves.

In summary, MIVEC switches to the higher cam profile as engine speed increases, and drops back to the lower cam profile as engine speed decreases. The reduced valve overlap in low-speed mode provides stable idling, while accelerated timing of the intake valve's closing reduces backflow to improve volumetric efficiency, which helps increase engine output as well as reduce lift friction. High-speed mode takes advantage of the pulsating intake effect created by the mode's high lift and retarded timing of intake valve closure. The resulting reduced pumping loss of the larger valve overlap yields higher power output and a reduction in friction. The low- and high-speed modes overlap for a brief period, boosting torque"

Quite long huh? hehe. To be true, I'm very sad actually to sell my beloved 93T head because the head that i built is very capable to trash some variable and lifting machine if you know what i meant but, since this car is daily driven, so i had to make up my mind and sell this head off. Hopefully the new owner will make a better setup with the head in his race machine. All the best.

So, readers... LET ME TAKE YOU TO MY NEXT JOURNEY TO FIND HORSEPOWER.

p/s: i'll update on 4g93 MIVEC build up in the next post. Stay tuned!

New Intake & Throttle Body Setup

Heyya!

Just took the car yesterday and as promised, here are some of the picture of the new setup.

As you can see from the picture, the coil pack is now on the rocker cover. At first i didn't like it but after hours later, i think i can live with it =p. Well, enough for the cosmetic =p. Lets talk about the engine improvements. So far after test drive, i can really say that the engine pull harder, better and lighter at all rpm and it becomes sweeter after the rpm meter past 4500 rpm till redline! This is absolutely better than my previous setup ( 4g93T intake + 60 mm throttle body). No kidding! I'm so happy with it and the money i've spent after-all is worth it! Thumbs up! So once again, my mission accomplished. Wait for another project guys!

regards.

Intake and Throttle Body V2

Konniciwa!
Just a quick update. i went to see how the intake and throttle body look like after the modifications. I can see that there are still some adjustment to make before the intake can really fit with the cylinder head. So far, all i can say that the job is nicely done by the mechanic. I'm really happy with it. Some pictures for appetizer below :D

Hopefully i will get it installed by tomorrow. Stay tuned readers!

The FF Squad

Do you have 2 minutes to spare? if yes, then enjoy the vid!



FF - Front engine Front wheel drive.

Highlights of B16B 98 Spec R compared to B16A

Hi guys!

I would like to share some useful info about the king of NA engine!



Highlights behind the high-RPM, high-output of the B16B 98 SpecR.

In order to increase the power output by 15 hp, and the max RPM by 200RPM, the engine goes through many upgrades. It should be noted that the B18C spec.R's cylinder block is used for its endurance.

The translations for the numbered labels in the diagram are:

1. Cylinder Head - Complete port & polish
2. Exhaust Valve Spring - High-lift, dual-layered spring
3. Sparkplug - High-heat-type #7 platinum plug
4. Pistons - High-compression, low-friction, custom pistons
5. Connecting Rod - High-output, high-durability, lightened, custom conrod
6. Engine Stiffener - Aluminum die-cast, high-durability, one-piece type
7. Crankshaft - Full-balancer, 8-weight, high-output, custom crankshaft
8. Inlet Valves - Lightened inlet valves
9. Inlet Valve Springs - High-lift, flat-surfaced, dual-layered spring
10. Camshaft - Wide-angled, high-lift, high-durability camshaft
11. Intake Manifold - High-RPM type.

Engine Type B16A

Maximum Output: 170ps/7800rpm
Maximum Torque: 16.0kg-m/7300rpm
Bore x Stroke: 81.0x77.4mm <- same

Displacement: 1595cc <- same

Compression: P10.4

Maximum RPM: 8400rpm

Valve Timing at 1mm lift IN Open/Close: BTDC15/ABDC45

Valve Timing at 1mm lift EX Open/Close: BBDC40/ATDC7

Valve Lift: IN 10.7mm, EX 9.4mm

Inlet Valve Diamter: 33mm x 2mm <- same

Spark Plug Type: Heat Rate #6

Throttle Bore Diameter: 60mm <- same

Intake Manifold: Single pipe sideflow

Air Intake Diameter: 65mm <- same

Exhaust Manifold: 4-to-2 <- same

Exhaust Pipe Diameter: 57.2mm

Silencer Flow Capacity: 115liter/sec

Engine Type: B16B 98 Spec.R

Maximum Output: 185ps/8200rpm
Maximum Torque: 16.3kg-m/7500rpm
Bore x Stroke: 81.0x77.4mm <- same

Displacement: 1595cc <- same

Compression: 10.8 Maximum RPM: 8400rpm

Valve Timing at 1mm lift IN Open/Close: BTDC18/ABDC45

Valve Timing at 1mm lift EX Open/Close: BBDC45/ATDC10

Valve Lift: IN 11.5mm, EX 10.5mm Inlet

Valve Diamter: 33mm x 2mm <- same

Spark Plug Type: Heat Rate #7 platinum

Throttle Bore Diameter: 60mm <- same

Intake Manifold: Single pipe sideflow (different manifold)

Air Intake Diameter: 65mm <- same

Exhaust Manifold: 4-to-2 <- same

Exhaust Pipe Diameter: 57.2mm

Silencer Flow Capacity: 115liter/sec

The camshaft profiles (wild cam) change from B16A 160ps to 170ps and finally to B16B are

Cam Profile: B16A 160ps Max Lift (IN/EX): 10.4/9.4

Open Timing (IN/EX): BTDC 10/BBDC 40

Close Timing (IN/EX): ABDC 40/ATDC 5

Cam Profile: B16A 170ps Max Lift (IN/EX): 10.7/9.4

Open Timing (IN/EX): BTDC 15/BBDC 40

Close Timing (IN/EX): ABDC 45/ATDC 7

Cam Profile: B16B 98R Max Lift (IN/EX): 11.5/10.5

Open Timing (IN/EX): BTDC 18/BBDC 45

Close Timing (IN/EX): BTDC 45/ATDC 10

Different pistons are responsible for the compression ratio increases between 160ps & 170ps B16A and the 10.8 ratio for B16B. Readily apparent is the relatively modest change in piston top between B16A 160ps and B16A 170ps for the 10.2 to 10.4 change. However, the radically different piston top for B16B is very clear from the picture. The increase in compression ratio between B16B from B16A is 0.4.

The cut-outs on the piston top to accomodate for valve lift are basically the same between all three piston. This could meant that B16B camshafts can be installed into both 160ps and 170ps B16A without the need to change to B16B pistons.



On B16B, the inlet ports are manually ported to increase air-flow. The exhaust ports are identical to B16A



B16B intake valve seats are at a different angle to B16A, 45 degrees vs 60 degrees. The intake valves are also different, being lighter and having a thinner valve stem.



On the left are the power curves for B16A 170ps versus B16B. Note the big gain in power after 6000rpm, the VTEC switch-over point between mild and wild cam profiles. The gain at extreme high rpms is readily apparent on the curves.

Various individual specifications for B16B can teach us about the feasibility of various modifications to B16A. For eg, the throttle bore diameter for B16B is identical to B16A at 60mm. This means that enlarged throttle bodies for B16A might not be an optimal mod or that a compromise in power delivery might result, eg loss of low-end power in return for gain in high-end power. Note that B16B has identical low and mid range power as B16A.

As with B18C Spec R, the wonder of B16B is the assurance of a 15 to 25ps gain in power on a B16A provided the tuning done by Honda can be completely replicated. Nevertheless even if only a portion can be duplicated, combining with properly designed aftermarket exhaust, headers, and intake could still potentially realize this 15ps gain.

April 1999, Wong KN, Temple of VTEC Asia.
Japanese translation, Kaz Mori, Temple of VTEC Asia.
Information source, Hyper-Rev Volume 31 'Civic & CRX #2 (re-visited)

The Comparison of MIVEC , VTEC & VVT

Hi guys.

This video shows some of the differences between this three famous engine from Mitsubishi , Honda & Toyota. This video discuss about the design and technology that the engines use. The engine that narrator in the video use to compare are 4g92 MIVEC (Mitsubishi), B16 (Honda) and 4AGE 20V (Toyota). All of the capacity of the engine is 1600 cc.



regards.

How To Make 4g93 Perform Like B18c

Hi guys.

When i surfed on the net like usual, i found a very good article but i don't know who wrote this. I think the article is very informative for a 4g93 engine enthusiast like me =p. The writer share some of the recipes on how to make 4g93 engine perform like B18c engine from Honda. Kudos to the writer. So enough with my blabbering. Just read the article below!

In any engine, the only way to make more power is More Air and More Fuel. The easy part is getting the fuel. You simply use larger injectors, work the injectors harder (not recommended) or increase the number of injectors. The tricky part is to get the air in. To do this you either use some sort of device to compress the air and literally ram it through the inlet ports ala turbo charging/supercharging or you can try and increase the breathing performance and efficiency.
Now to increase the breathing efficiency you can do one of those things or all which is what most people normally do. This includes:

1. Increasing the port shape and size so that more air flows in without losing the velocity. As you know Bernoulli's Principle states that if you increase the area you lose the velocity but there are "tricks" which can be employed to juggle between both.

2. You increase the cam duration and lift. The longer the valves are opened and lifted the more the air can flow in. Unfortunately this area is again a compromise. A naturally aspirated engine that has big cam duration and lifts still needs the vacuum in the engine to draw the air in.

And as stated earlier, having the ports open sooner and more valve lift is the equivalent to increasing the air and you lose the velocity. The engine then struggles to breathe at low revs and occasionally loses one of its power strokes due to this efficiency. This phenomenon is called eight stroking and leads to that V8 like idle and poor low-end performance. It also leads to an over rich condition and generally leads to lots of bad exhaust emissions. This problem is not an issue once there's an increase in revs and the efficiency of the engine is enough to match the camshaft characteristics.

So some bloke in Honda must have though "Heck, why can't I have the BEST of both worlds. I have a cam lobe profile that gives an excellent idle and good exhaust emission at low revs plus another cam lobe profile that will give me good breathing efficiency at high revs. Also, let's include an intermediate profile for excellent air swirl to further increase the airflow into the engine. While we're at it let's design a rocker mechanism that is operated using oil pressure via a solenoid to switch between the low and high cam profiles at a preset rpm. Let's control all this via the ECU.

This is what VTEC is. But remember, 1 & 2 are still interlinked. So Honda juggled between the best of both areas and came up with the very first B series engines 10 years ago.

B18c VTEC engine. Haha. Wish i can plonk this engine to my car!

Now let's go back to 2. First. There are many ways to open and close the cams and most road engines usually use a mechanism called a hydraulic lifter or followers. The advantage of this mechanism is it's quiet and doesn't need frequent and labour intensive adjustment like a solid lifter engine. Unfortunately there is a downside to the hydraulic lifter. They don't like long duration and lift.


Hydraulic lifters can suffer from three main maladies: -
i) Pumping up, where the lifter solidifies too early during the lift ramp of the cam and over-lifts the valve, this can happen when an engine is over-revved. But you can control this with a reasonable rev limit.

ii) Pumping-out where oil is evacuated from the lifter causing the lifter to solidify too late in the lifting ramp and the valve is under-lifted mainly caused by too fast a lift or too wide a duration.

iii) Oil aeration which allows the hydraulic lifter to be compressed rather than solidifying on lift, this is the main cause of valve train rattle.

Of these i) is the most dangerous since it can lead to valve/piston contact, ii) and iii) just cause the engine to rattle and subject the lifter/follower and cam to shock loads which should have been absorbed by the take up ramp designed into the cam profile. All in all hydraulic lifters and aggressive cam profiles are not too a happy combination.
Needless to say Honda VTECS don't use this but the 4G93P does

So now that we know, what else makes the B series or the B18C such a good engine? These are:
1. Good port shapes and flow of the engine. The B18C straight out of the box flows an amazing 141+ cfm with no loss when the throttle body and inlet manifold are fitted compared to the 4G93 at around 120+cfm.

2. VTEC enables you to use wild cam profiles. Honda merely specified more lift and duration for the Type R spec. A stock 4G93 has about 256 degrees duration vs. 280+ for VTECS. The B18C is also capable of 11.5mm inlet valve lift and 10.5mm exhaust valve lift, which is simply amazing. The 4G93 is quite good for a hydraulic lifter but pathetic compared to a B18C at around 8+mm of lift.

3. When you use big cam profiles you usually lose dynamic compression (when the engine is working). Now as you know compression is yet another power tool. General theory states that for every 1 point increase in compression you'll get about 3-4% more power. Reason is the valves are open for such a long length of time and generally overlap a lot too (both inlet and exhaust are opened at the same time) that you lose compression. So to resolve this, Honda specified what a very high static compression of 11.1 for the B18C. The 4G93 is only around 10.5 but closer to 10.0

By now you can clearly see that in stock form as far as power output and capabilities are concerned the B18C has all the right "parts" compared to a more road oriented engine like the 4G93P. However all is not lost. You can make the 4G93P perform like a B18C by:

1. Having more static compression

2. Increase cam duration and lift. But you must be asking what about the fact that hydraulic valvetrain hates big cam profiles. There are of course tricks to get around such a thing for which it'll take me even more time than what I have to explain. Maybe part 2? The idle will be poor and lumpy though due to the event I explain earlier.
Emissions? What emissions? Most petrol heads I know of can live with that. Oh and don't forget to increase the revs too.

3. Port the engine in such a way that the 4G93 flows as well as a B18C. This is not an issue so long as you have a Serdi, good skills, knowledge and experience and a flow bench to measure your work.

LOL. A very long article but worth reading right? Btw below is one of the example of 4g93 'fully modified' engine.

4g93 1800cc Engine built by John Bettie producing 218hp. Intake is designed by Jenvey.

Actually there's a lot more of 4g93 fully loaded engine picture that i have but i think i need to ask for their permission to post it on my blog , LOL. Btw, thanks for reading.

regards.

Engine and Transmission oil change.

Hi guys.

Normally i change my transmission fluid after hmmm, can't recall. Haha. Btw after watched this video, now i realize that it is important too other than just changing engine oil.

Btw here's the video.

If you use your car for daily basis and not for hard driving, don't bother to change the transmission oil frequently. It is just waste of money ( in a way ). Only for crazy maniac guy who enjoy revving the engine like no one else business are advise to change it when servicing the car =p .. Opsss. am i talking about me?

regards.

Honda Civic EG & EK Variances.

Civic EG and EK ; The type of Honda car which we can say old by now but still young at the heart of a car enthusiast. Btw, this are some of the informations about the variances of the EG & EK models.

EG

SEDAN

HATCHBACK

COUPE

EK

SEDAN

HATCHBACK

COUPE

TYPE R

p/s: NA monsters!

Keiichi Tsuchiya Is In Town!

The King is here!!!

Wow. My idol, Mr Keiichi is currently in Malaysia because he is competing in Merdeka Millennium Endurance Race ( MME ) at Sepang International Circuit this Saturday , August 8 which is tomorrow! He will be driving Honda S2000 in class A1 under J's Racing Labs Banner and he will be partnering with race driver Junichi Umemoto and Hideo Kubota (last year's champion in class A)

J's Racing S2000

p/s: gambatte tsuchi-san

Viva All Motor

Hi guys.
Nothing much on today post but i just wanna share my current engine bay. My all motor 4g93 engine.

click for better view

Btw, during the overhaul process i asked my mechanic to change my worn hidraulic lifter. Now no more irritating noice especially when i start my car in the morning. Most of 4g9x user got this problem =P

Hmmm ... what's next to mod? a new 4-1 race header ? silicone hoses? oil cooler? stright cut gearbox ? Haha. Still thinkin'. Stay tune readers.

p/s: MJ @ mikaeel , RIP.

Rebirth

Took my car just now from my panel workshop. I'm very happy since i can drive again after waiting for about 1 month plus =p. All i need to do now is to exercise my left foot more since the racing clutch is damn stiff! LOL . But nevermind, i like it that way =p. By the way , this are some of the pix of my car during the last day at the workshop.










This is still not the end of the modifications. When you stepped on a journey to find horsepower, you will never return.

regards.

Overhaulin Part 6

Hi guys.

Last thursday i went to my panel workshop too see the engine progress. Most of the parts such as b16 pistons, b16 conrods, crankshaft etc have been fitted inside the 4g93 engine block.

Now the only tasks which are left are to transfer the engine to the engine bay and then do some tuning and troubleshooting. All of us are very eager to see what the outcomes gonna be =P

Most probably my car will be on the road again 2 0r 3 days more if there is no problem =)

regards.

Do you think they will stop?

Watch posted video below and you will know how it feels especially if you were them. My heart aches. Do you?



Pfftt .. Thank god in my country the cops doesn't practice this kind of method to teach the street racers . lolx.
Btw, from my opinion, i really think that this is not the correct way to teach them. Don't get me wrong readers . I'm not supporting illegal race but i just think that this method is not appropriate and it will just make the racers hold grudge towards the cops and the state government and for sure in the future, they will commit the same crimes or mistakes.

From this post , I really hope that all the street racers out there put an end to this negative acts since it will just bring more negative than positive effects . If you really wanna race then go find a suitable place such as circuit or join any legal motorsport events. There, you can let go all your desires for speed without bring any harm to other peoples around you.

regards.

p/s: they can crush my car ... but not my memories

B16a rebuild

This video is very informative. Maybe some of you is quite new in engine rebuilding ( same goes to me ). So i post this video in order to give you some of the idea. Trust me. It is worth watching.



regards.