Black ITR Guy

i guess you like that new one huh?

sorry i had like three windows up at once i fixed it

nsx blows on the dyno....... http://videos.streetfire.net/category/Acura/0/7AB70F09-D1BB-440E-AAB7-9BE9B0BED738.htm

the R will be out

^^^^ he says hi

nice color

piss it off and it will shread your cheese

i was thinking more along the lines of spray. the b20 interally isnt very stout rom what i hear. i would think opposite but not from what ive read.

^^^^^very valid point indeed

another integra woot! welcome

got a b20z to fill that hole instead of the d16

i got some from ace hardware it was like 2 bucks a foot

you said unique....... thats unique

thats why jesus made window switches

^^^lol

nobody would take my balls either...........you figure out what i mean

i hate u

^^^ i took care of the engine

where to start: -about 2000 made -1. Throttle body diameter increased to 62mm. The larger throttle body allowed better airflow which was needed in order to meet the higher demand for air placed on the intake whenever the engine crossed over into the VTEC range. 2. A single port intake manifold replaced the dual-stage manifold in the GS-R The single port design allowed much better flow during the higher RPMs at the cost of having the torque peak occur at a very high 7000 RPMs. 3. The valves were upgraded in order to increase airflow efficiency and and keep up with the higher demand placed on them by the fuel injection system. The angle of the valve seat opening was tightened from the original 60 degrees to a much smoother 45 degrees. In order to deliver more fuel, bigger valves were required. Bigger valves meant more weight and unwanted load on the valve train, so Honda shaved the valve cone to it's limit, and reduced the valve shaft width was reduced from 5.5mm to 4.6mm. The larger valves end up being 12% lighter than GS-R's valves as well as improved airflow because of the thinner valve stems. The ports were also improved as each Type R engine is hand ported and polished by Honda's best and most skilled engineers. This allowed the port radius to exactly match the valve seat face allowing for almost no restriction of air flow. 4. The valve springs were changed from cylindrical to flat, and made of dual-bound springs. This allowed for reliable spring performance throughout the RPM range up to the 8400 RPM redline without having to alter the height of the spring. 5. The camshaft lobes were changed to give the valves better lift and increase peak horsepower. The intake valve lift distance was increased from 10.6mm to 11.5mm. The exhaust valve lift distance was also increased from 9.4mm to 10.5mm. To meet the higher demands of the increased valve lift, the valve timing was also changed. The intake was advanced from 10 degrees to 15 degrees after piston apex and from 40 degrees to 45 degrees before piston base. The exhaust timing was also advanced from 40 to 45 degrees ABDC and from 7 to 10 degrees ATDC. These changes caused the valves to be open for a longer amount of time, allowing a much larger volume of air to enter the combustion chamber. Because of the increase in cam lift and duration, the VTEC point was bumped up to 5700 RPMs in order to take full advantage of the low speed cam lobe and minimize intake velocity loss during the transition to the high cam lobe. 6. Forged aluminum, pent-roof type pistons were used in order to safely increase the compression ratio from 10.0:1 to 10.6:1. The piston skirt was made lighter to reduce load on the engine. Lightening the piston in such a way can cause the neck to rock back and forth when a small, uneven amount of friction is applied to the piston. To prevent this, a 5 micron Molybdenum coating was applied to the piston skirts to reduce friction. Also, oil injectors were installed into the underside of the piston to improve piston-pin lubrication. 7. The connecting rods were made lighter and more rigid. There is a 33% improvement in their surface machining allowing for almost no weight difference between them. All contact surfaces are also mirror finished in the same fashion as professional race cars. The rods assembled by hand onto the crankshaft using a custom micrometer to take into account stretching of the connecting rod bolt. This allows for a 38% reduction in bolt fastening variation. No machine can achieve this kind of precision and is required to ensure there are no dangerous vibrations during high engine speeds. 8. The crankshaft is also made with highly rigid steel, increasing it's fatigue limit 25% over the GS-R's crankshaft. Two additional balancing weights were added to create a fully counter-weighted (8 weight) crankshaft improving high-speed balance by 20%. The crankshaft and connecting rods must assembled together by hand in order to maintain such precision. 9. A highly rigid aluminum die-cast engine block stiffener has been equipped between the engine block and transmission mount. This is necessary to keep the engine and transmission from undergoing unusual strain under extreme driving conditions such as auto-crossing or track racing. The above mentioned changes were done on the engine's interior, there were also a couple modifications to the engine on it's exterior as well. the Type R comes stock with a cold air induction system, something EVERY import enthusiast knows must be equipped onto a tuned engine. A smoother flowing tapered exhaust manifold was also designed for the Type R. This design is almost impossible to create on mass-produced engines because of the manufacturing time and cost that is required to create a one-piece exhaust manifold with no sharp edges to disrupt the airflow. The piping in the exhaust system was increased from the varying 48.6mm-50.8mm diameter to a full 57.2mm diameter all the way through. The larger exhaust piping combined with a a more free-flowing muffler allowed for a 30% increase in exhaust flow efficiency. As if you can't tell already, the B18C specR engine is quite an achievement. As mentioned above the valve ports get a hand port and polish job by Honda's best engineers. Not only that, in order to maintain the precision and flawlessness of the engine, engineers also assemble parts of the engine block by hand, assuring everything stays according to exact spec. This process is a painstaking one and limits production of Type R engines to only 25 per day. No mass production here, this engine is going to be put into a limited edition vehicle. The USDM spec B18C5 is able to put out 195HP @ 8000RPM and 130 ft-lbs. torque @ 7000RPM. -and this is just the engine it continues into the chasis

your dizzy is on backwards

where is my popcorn

didnt look like he was accelerating to me

is it wrong that when he was making those moaning sounds that i wished that somebody would shoot him and put him out of his misery...... kinda like a horse with a broken leg

its mocha yay!!!!!

sweet