Author Topic: B Series Cam Guide  (Read 17615 times)

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Offline Thundercat

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B Series Cam Guide
« on: May 19, 2009, 11:11:13 am »
Looking to upgrade your Cam(s)?
There is Three things to look at when buying a cam(s)
(Duration, lift, and overlap).

Duration-
Is the number of degrees of the crank rotation that the valve is held
open by a cam (don’t forget that the cam spins at half the speed that
the crank spins at). A general rule of thumb is that the more duration
the cam has, the more top-end power it will create, and this does
cause you to lose low-end power. The more duration the cam has the
more the valve will stay open during the cranks rotation. The longer
the valve stays open the longer the time the cylinder can be filled.
This is important at high rpm, since there is less and less time for
the cylinder to fill.

Lift-
Is the height that the valve is lifted of the valve seat. Usually the
more lift (with in reason) as the higher the valve is lifted the more
flow that can go by. Look at it this way, if you have your window open
half way you let in less air then if the window is open ¾ of the way.
The draw back to having more lift is that the valve opening and closing
speeds become high increasin g the chance of valve float. This is why
you should upgrade to stiffer valve springs if the cams lift is
moderatel y aggressiv e.

Overlap-
Is the point at which both intake valves and exhaust valves are open
at the same time (at the end of the exhaust stroke and the beginning
of the intake stroke). Overlap is important, because having both
intake and exhaust valves open at the same time creates better
scavengin g of stale exhaust to occur. This is because the flow from
the head into the cylinder (from the intake valves) creates a good
push to get rid of stale exhaust out of the cylinder. Just like
anything though, too much of a good thing is bad. If you get to much
overlap the flow from the intake valves will push gas out of the
cylinder before it has been used, thus wasting fuel, which equates to
power. One more draw back of to much overlap is reversion into the
intake ports. Reversion is when fuel/air is pushed back into the
intake ports. This reversion causes intake charge dilution at low rpm
as the backflow in the intake port gets in the way of cylinder filling.
Two things will occur because of this, cylinder pressure becomes poor
at low speeds because of the incomplet e filling and the fuel/air
intake charge becomes diluted because of air rushing back into the
intake ports causes low speed misfire. This is why aggressiv e cams
that have big overlappi ng, create a ruff loopy idle. This misfiring
causes the motor to skip a beat in rhythmic fashion at idle and low
rpm. Usually firing once every four revolutio ns when the cylinder gets
enough fuel to touch off. This occurrenc e is called 8-storking,
because of the misfiring and the car skipping a beat it fires every
other stroke of the 4-stroke cycle.
« Last Edit: June 23, 2009, 01:17:40 pm by Thundercat »
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Offline Thundercat

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Re: B Series Cam Guide
« Reply #1 on: May 19, 2009, 11:16:27 am »
here's how to identify between the OEM b-series DOHC VTEC cams:


















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Offline Thundercat

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Re: B Series Cam Guide
« Reply #2 on: May 19, 2009, 11:44:01 am »
Following Cams Measured at 1mm of lift:
Integra Type-R(Through 1999 Spec)
Int-240 dur. / 11.5mm lift
Exh-235 dur. / 10.5mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Mugen Valve Springs can also be used.
Descripti on: These are great, reliable cams for the money. You can pick up a set for as little as $500.00 new if you are lucky! They will give good gains from midrange all the way until 8400rpms. These cams have stock idle character istics.

Civic Type-R And Integra Type-R(Integra Type R 2000/01 Spec)
Int-243 dur. / 11.5mm lift
Exh-235 dur. / 10.5mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Mugen Valve Springs can also be used.
Descripti on: These are great, reliable cams for the money. You can pick up a set for as little as $550.00 new if you are lucky! They will give good gains from midrange all the way until 8400rpms. These cams have stock idle character istics.

Skunk2 Stage 1
Int-252 dur. / 11.5mm lift
Exh-249 dur. / 10.8mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Skunk2 Valve Springs can also be used.
Descripti on: These are very underrate d cams. They do cost around $100-$200 more than the Type-R cams but they also offer much more duration and will give more power than the Type-R cams. Similar power range of Type-R cams but stronger throughou t the higher parts of the power band. This is a great set of cams for a budget minded B16A owner. These cams have stock idle character istics. I would recommend using Skunk2 cam gears with these cams.

JUN Type 1
Int-265 dur. / 10.9mm lift
Exh-268 dur. / 10.0mm lift
Valve Springs to be used: Tough to say. I have never seen anyone use this cam. The character istics say that a stock B16A/GSR valve spring could handle these cams for use up to 8200rpms. Any operation above that and I would use ITR valve springs or even JUN valve springs.
Descripti on: Again, I have never seen these used. I have no clue on the power these cams will deliver but it should be similar to that of a Skunk2 Stage 1 cam, although they are very different cams. These cams have stock idle character istics. I would recommend using JUN cam gears with these cams.

Spoon Sports
Int-256 dur. / 11.5mm lift
Exh-245 dur. / 11.1mm lift
Valve Springs to be used: Integra Type-R. If using these cams past 8800rpms(why would you) I would think that Port Flow or even Toda valve springs would work but I don’t think these cams will make much power after 8400rpm.
Descripti on: Another somewhat rare cam. Will show definite gains over that a Type-R cam and very good gains on a stock B16A/GSR motor. Stock idle character istics from the few users I have seen use them. I would recommend using Spoon cam gears with these cams.

JUN Type 2
Int-267 dur. / 12.0mm lift
Exh-265 dur. / 10.9mm lift
Valve Springs to be used: Integra Type-R up to 8800rpms or JUN valve springs for all operation s. These cams are wild enough that you should not be using the low 8200rpms rev limit.
Descripti on: Another rare cam but a few people have used it including JSIR. Cams will have just as much midrange gain as the big-brother JUN Type 3 but will start to slack off over 8400rpms when the Type 3’s are still making power. However, this cam will cause fewer headaches to get tuned right and does not require the fancy valvetrai n and tuning of the Type 3. This is by far the most underrate d cam of this whole bunch. These cams have stock idle character istics but still offer better midrange power than the JUN Type 3 (start making power at an earlier rpm) . I recommend using JUN cam gears with these cams.

Skunk2 Stage 2
Int-266 dur. / 12.3mm lift
Exh-262 dur. / 11.8mm lift
Valve Springs to be used: Skunk2 preferred but Port Flow will work as well. These cams are wild enough that you should not be using the low 8200rpms rev limit.
Descripti on: The new top dog of the cam world. This will become the most common aftermark et (non OEM) cam in the US when they start getting distribut ed more. These have a very similar power band as the JUN Type 3, with less cost and better reliabili ty (I said the “r” word). Not huge midrange but very good gains from 7000rpms all the way to 9000rpms(peak is usually around 8200rpms). These cams have stock idle character istics, thus making them the ultimate street/strip cam. I recommend using Skunk2 cam gears with these cams.

JUN Type 3
Int-265 dur. / 12.0mm lift
Exh-265 dur. / 11.5mm lift
Valve Springs to be used: JUN preferred but Port Flow works as well. These cams are wild enough that you should not be using the low 8200rpms rev limit.
Descripti on: Until the Skunk2 Stage 3 this was the best high-end performin g cam on the market. The JUN 3 and Toda B were the two fighting out for the top dog when it was just JUN and Toda (ahh the old days). Again, like the Skunk2 Stage 2, not huge midrange but very good gains from 7000rpms all the way to 9000rpms. These cams have stock idle character istics, thus making them another ultimate street/strip cam. I recommend using JUN cam gears with these cams.

Skunk2 Stage 3
Int-270 dur. / 12.8mm lift
Exh-279 dur. / 11.8mm lift
Valve Springs to be used: Skunk2.
Descripti on: A race only cam. Not to be used on the common street motor, if they are you should pull the head every so often to make sure everythin g is OK. This cam makes huge top-end power gains but still retains near-stock idle character istics (weird). This cam is or has been used by Skunk2’s drag racing team and Speed World Challenge team as well. I recommend using Skunk2 cam gears with these cams.
_________ _________ _________ _________ _________ _________ _________ _________
Following cam measured with 0mm of lift:
Civic Si(1999 Spec)
Int-265 dur. / 10.5mm lift
Exh-267 dur. / 9.6mm lift

Integra GS-R
Int-274 dur. / 10.7mm lift
Exh-276 dur. / 9.6mm lift

Crower 400
Int-279 dur. / 10.7mm lift
Exh-280 dur. / 9.6mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms.
Descripti on: This is a weird cam. I would call it an OEM replaceme nt cam. It fits in between stock B16A/GSR cams and Type-R cams. There are not huge power gains to be had with these cams but you may notice a small differenc e. These cams have stock idle character istics. I recommend using Crower cam gears with these cams.

Civic Type-R And Integra Type-R(Integra Type R 2000/01 Spec)
Int-278 dur. / 11.5mm lift
Exh-280 dur. / 10.5mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Mugen Valve Springs can also be used.
Descripti on: These are great, reliable cams for the money. You can pick up a set for as little as $550.00 new if you are lucky! They will give good gains from midrange all the way until 8400rpms. These cams have stock idle character istics.

Crower 401(NA Version)
Int- 282 dur. / 11.3mm lift
Exh-277 dur. / 10.5mm lift
Valve Springs to be used: Stock B16A/GSR if using stock 8200 re-limit. Integra Type-R if using rev limit over 8200rpms. Crower Valve Springs can also be used.
Descripti on: This cam is almost identical to the Type-R cams. A little more duration overall but that is traded off with a little less lift on the intake cam. They will have similar gains and powerband as the Type-R cams. If it were up to me I would just choose the Type-R cam based on reliabili ty alone (there is that “r” word again). These cams will have stock idle character istics. I would recommend using Crower cam gears with these cams.

Crower 401-T(Forced Induction Version)
Int-280 dur. / 11.8mm lift
Exh-276 dur. / 11.3mm lift
Valve Springs to be used: Crower.
Descripti on: One of the only true boost cams for B-Series Hondas on the market. This cam is designed to prevent blow-through and to save boost. This is typically associate d with lower duration and high lift but cam lobe separatio n is also a factor with these cams. These can be used in a NA car but they will see better gains from a cam set with more duration. Stock idle character istics are attained from my sources. I would recommend using Crower cam gears with these cams.

Toda Spec A
Int-290 dur. / 11.6mm lift
Exh-280 dur. / 11.2mm lift
Valve Springs to be used: Integra Type-R up to 8800rpms or Toda valve springs for all operation s.
Descripti on: One of my favorite set of cams. Toda does not actually mix and match their cams but they are similarly tied when it comes to power. The Toda A will offer the midrange gain of a Type-R cam but the high-end gain(put not overall peak power) of the Toda B cam. These cams will have gains from midrange to 8800rpms with peak gains concentra ted on 7000-7800rpms. These cams are great for a street motor and are really nice for cars equipped with a stock B18C5 motor (no valvetrai n or ECU requireme nts needed). These are the only Toda cams to retain stock idle character istics. I recommend using Toda cam gears with these cams.

Crower 402(Both Regular 402 and 402-A, 402-A is milder off VTEC)
Int-297 dur. / 11.8mm lift
Exh-287 dur. / 11.8mm lift
Valve Springs to be used: Crower.
Descripti on: There are two 402 versions offered. The 402 is the regular version and offers better midrange power than the 402-A. Both are similar on the high end of the cam and will create similar peak power numbers. They will make peak power around 7900-8200rpms and have nice gains all the way up to 9000rpms. Stock idle is attained with the 402-A but the regular 402 will have a slightly “bumpier” idle than stock. I recommend using Crower cam gears with both sets of the 402 cam.

Toda Spec B
Int-295 dur. / 12.0mm lift
Exh-285 dur. / 12.0mm lift
Valve Springs to be used: Toda but Port Flow will work well too.
Descripti on: My personal pick for overall street/autocross use. These cams have the most midrange gains out of any B-Series cam when they are tuned right. They have the same midrange gains of a Toda Spec C and the same top end pull as the Toda Spec A, but a little more peak power. They are in tight competiti on with the Skunk2 Stage 2 and JUN Type 3. Those care are more concentra ted on top-end, peak power gains. The Toda B is more concentra ted on midrange power with the tradeoff of a little top-end power. Toda B’s have great gains from 4500rpms all the way to 8800rpms. Power does start to dip off quickly at around 8400rpms though. Due to the wild off-VTEC profiles, these cams do have a “bumpier” idle than stock. I recommend using Toda cam gears with these cams along with a Toda or Power Enterpris es timing belt.

Crower 403
Int-295 dur. / 12.0mm lift
Exh-293 dur. / 11.8mm lift
Valve Springs to be used: Crower.
Descripti on: Crowers wildest cam. The 403 has good midrange of the 402 cam but with a little more top-end power. They will make more power above 8200rpms than the 402 cams. Like the 402, the idle will be “bumpier” due to the aggressiv e non-VTEC profile. I recommend using Crower cam gears with these cams.

Toda Spec C
Int-295 dur. / 12.5mm lift
Exh-295 dur. / 12.5mm lift
Valve Springs to be used: Toda
Descripti on: The ultimate cam. This cam mixes the midrange power of the Toda B cam with the top end of similar to that of the JUN Type 3 and Skunk2 Stage 2. Power gains from 4500rpms all the way to 9000rpms. This is truly, the best overall cam for both midrange and top-end power. They might not give the top-end gains of the Skunk2 Stage 3 but you get more midrange and these cams can be used on the street with the right set-up and the deep pocketboo k. Due to the crazy off-VTEC lobes the idle is rougher than stock, just like the Toda B cam. I recommend using Toda cam gears with these cams along with a Toda or Power Enterpris es timing belt.

Toda Spec D
Int-305 dur. / 12.9mm lift
Exh-315 dur. / 11.9mm lift
Valve Springs to be used: Toda
Descripti on: If you are crazy enough to be using this cam or anything wilder, then I would hope you do not need a descripti on and know a hell of a lot more than me!

So, that is the jist of cams. Now people will ask what they need to properly run these cams. Well that is all dependant on what rpm you plan on running to. Most of it comes down to intake and exhaust. Cars running at high revs will want a large collector header like the 2.5 inch offered on the JDM DC Sports, JDM Integra-R and other JDM collector headers. These motors will also like an intake manifold with shorter runners. Something like the Integra Type-R or Skunk2 intake manifold will work well. The intake manifold also requires to have a bored out throttle body. The header will also need to have either a 2.5 inch collector catalyst or test pipe.

Another big thing needed is removing the stock rev limiter. For 1996+ OBD2 cars you can do this by getting an OBD1 conversio n. This involves getting an OBD1 ECU, the OBD2 to OBD1 conversio n harness, and an OBD1 ECU Program (to raise rev limiter). If you have a pre 1996 car that is OBD1 then all you need is the ECU program. Running a Integra or Civic Type-R ECU is another possibili ty.
Other head work is always needed as well. High-revving motors need the proper valve springs and titanium retainers . Port and Polish jobs are always nice to have regardles s of the set-up, but is especiall y needed for the wilder cams like the Toda Spec C, Skunk2 Stage 3, etc. Upgrading valves and the lost motion assembly should be considere d with wild cams like those above.

The medium and wild grind cams are also not going to like the low compressi on levels of the B16A and B18C1 motors. You can gain .4 of a point by simply adding a head gasket but after that your only alternati ve is head milling or using new pistons. Any where from 11.0-12.0:1 is good for most of the cams above. If it is not in your budget to add pistons though, don’t worry, the 10.6:1 from the stock B16A with a head gasket will be just fine for mild and medium set-ups. Anthing in the wild cam category should be using higher compressi on.

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Offline Sakasaku

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Re: B Series Cam Guide
« Reply #3 on: August 31, 2009, 09:57:49 pm »
All specs supplied by Team-Integra.net

All of these specs are of the VTEC lobe only.
All duration specs are measured @1mm of lift for purposes of compariso n between brands.

USDM GSR (B17a and B18C)
Intake lift 10.6mm, duration 230
Exhaust lift 9.4mm, duration 227

1997-1999 USDM ITR
Intake lift 11.5mm, duration 240
Exhaust lift 10.5mm, duration 235
CTR and 2000-2001 USDM ITR
Intake lift 11.5mm, duration 243
Exhaust lift 10.5mm, duration 235

Buddy Club
Spec 3
Intake lift 11.2mm, duration 250
Exhaust lift 11.5mm, duration 245
Spec 4
Intake lift 12.3mm, duration 269
Exhaust lift 11.8mm, duration 274

Crane
Stage 1
Intake lift 11.6mm, duration 243
Exhaust lift 10.8mm, duration 237

Crower
63402
Intake lift 11.83mm, duration 237
Exhaust lift 11.81mm, duration 228
63403
Intake lift 11.98mm, duration 246
Exhaust lift 11.83mm, duration 238

Jun
Type 1
Intake lift 10.9mm, duration 265
Exhaust lift 10mm, duration 268
Type 2
Intake lift 12mm, duration 267
Exhaust lift 10.9mm, duration 265
Type 3
Intake lift 12mm, duration 265
Exhaust lift 11.5mm, duration 265
Type 4
Intake lift 12.5mm, duration 265
Exhaust lift 12.5mm, duration 265

Piper
BP285
Intake lift 11.6mm, duration 256
Exhaust lift 11.2mm, duration 256

Rocket Motorspor ts
M22
Intake lift 12.1mm, duration 244
Exhaust lift 12.1mm, duration 244
M23
Intake lift 12.1mm, duration 252
Exhaust lift 12.1mm, duration 252
M24
Intake lift 12.1mm, duration 258
Exhaust lift 12.1mm, duration 258
M24E
Intake lift 12.7mm, duration 263
Exhaust lift 12.7mm, duration 263
M24X
Intake lift 12.7mm, duration 258
Exhaust lift 12.1mm, duration 265
M25
Intake lift 12.1mm, duration 270
Exhaust lift 12.1mm, duration 270
M25E
Intake lift 13.25mm, duration 276
Exhaust lift 13.25mm, duration 276

Skunk2
Stage 1
Intake lift 11.58mm, duration 252
Exhaust lift 10.8mm, duration 249
Stage 2
Intake lift 12.3mm, duration 266
Exhaust lift 11.8mm, duration 262
Stage 3
Intake lift 12.8mm, duration 270
Exhaust lift 11.8mm, duration 279
Pro Series
Stage 1
Intake lift 12.6mm, duration 264
Exhaust lift 11.9mm, duration 264
Stage 2
Intake lift 12.8mm, duration 270
Exhaust lift 12mm, duration 276

Spoon
Intake lift 11.53mm, duration 256
Exhaust lift 11.13mm, duration 245

Toda
Spec A
Intake lift 11.6mm, duration 250
Exhaust lift 11.2mm, duration 240
Spec B
Intake lift 12mm, duration 255
Exhaust lift 12mm, duration 245
Spec C
Intake lift 12.5mm, duration 255
Exhaust lift 12.5mm, duration 255

Increasin g duration - Moves peak HP and peak TQ to a higher RPM. The actual value of both also increases .
Increasin g lift - Increases HP and TQ, but does not move the point of peak HP and peak TQ up or down the RPM range.
Increasin g overlap - Increases peak HP at the sacrifice of low end TQ. (This is where your cam gears come in, adjusting overlap.)

Camshaft terminolo gy
Limit speed - Maximum speed at which a cam can spin.
Major Intensity - How fast the valves are accelerat ed open.
RPM bounce - The RPM at which the cam and valvespri ng can no longer control the valve.

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Offline sir_christopher

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Re: B Series Cam Guide
« Reply #4 on: November 19, 2009, 08:54:15 pm »
wow, this is a bad ass thread bro!!


 

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