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A passion that traveled across international boarders

46824 Views 1374 Replies 22 Participants Last post by  transzex
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Honestly, I don't know where I should start. Maybe a little bit of background first!

I have been messing with honda's for years, almost 15 to be exact (since I got my license). Many of the honda's I have owned and help friends repair in my youngeryears were the starting point of knowing what line of work I wanted to be in.

I love cars (anything with an engine really), more specifically diagnosing really difficult drivability issues with them. Getting stuck on a problem really pushed me to learn more about things I was unfamiliar with. Through my diagnostic experiences as a vehicle technician, I have learned an incredible amount of internal combustion engine theory and operation including all of the additional systems that support their overall operation and the mechanics at work which ultimately couple the engine output to usable work at the wheels (the full circle if you will).

UNFORTUNATELY, like most people can probably attest, I'm not made of money, I don't have lots of money, I can't spend lots of money all the time (unless I want my wife and son to starve and have no home), I really had to think hard 5 times before spending $50 bucks without jeopardizing something of a higher importance, but that honestly never stopped me from continuing to pursue learning about so many really cool tips and tricks related to Honda's on the countless number of member driven community forums out there (the last year and a bit have been right here!).

I've tuned honda's, built engines/transmissions for honda's, done stupid/cool things with honda's, and most of the time it has always been with someone else's money. All I have ever been truly able to spend on things was time, and I took full advantage of a learning opportunity when it presented itself on someone else's dime.

I am at a stage in my life where money management is still a HUGE part of my responsibility for my overall family goals (as I am still not made from it), but over the past two years things have started to get, dare I say it, slightly "easier" (knock on wood) for me to have like an extra hundred bucks or so every month to put towards my hobbies and things I like to do.

Like most people here, working on their cars is therapeutic and stress relieving. Often times it can turn into downright addiction! I think I'm in the stress relieving group, as I spend time and money on my projects but it's not the end of the world if I have to not touch them for weeks/months at a time.

So without more boring self introductions, I wanted to share an ongoing project that started in Toronto, Ontario, Canada and ended up in North Carolina.


Here she is, the d-series honda platform that has continued to be my hobby that started 2 years ago: the 1999 Honda Civic SI (Canadian, EX in USA) with a low mileage D16Y8 installed by the owner who wanted to get it back on the road eventually (original engine blew up). He lost interest but had money to buy newer toys to pass the time. This car sat in the back of a truck shop for almost 2 years, and the owners of the place were threatening the owner to tow it away if he didn't move it. So I bought it for $200 bucks from him because the engine ran and it was at least worth that by itself, and had it towed to my house.

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Fantastic updates. Sounds like Jeff and Geoff took care or you!
Soul! How's your car doing? You drive it lately? We still need to meet up soon haha.

Yes, both Jeff's definitely got me taken care of, couldn't have asked for better customer service or experience dealing with these two guys. All questions answered at any point, and quick service!
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Well, I'm actually thinking about getting different rims at this point. One has, what I think, a hair line crack in it and is losing air pressure. Probably loses 5 or so lbs a week. Its annoying, and I don't want it to give under pressure when I've rolled out hard in 3rd or 4th gear. Looking at alternatives now. Had some vacuum leaks I had to get fixed, haven't driven it since fixing those. Vacuum line to the FPR had a pin hole in it, so when I hit full boost 18psi, the pin hole because a bubbled vacuum leak and it ran lean (not awful, but scary enough). New vacuum lines throughout, problem solved.
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Went to install the k tuned shifter, and noticed the excerpt in the instructions:

"D series may require modification. Will need to reuse OEM mounting plate"

When I realized they were talking about the fact that the nice billet aluminum shifter mounting plate was what they were referring to, I couldn't believe I would not be able to use this!

Really k tuned? You had to go and make me break out the angle grinder...












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The shift rod harmonic damper also doesn't work with the beefy bearing housing, so again, angle grinder and a bit of flat black paint:









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Yeah buddy :)






You can actually see pretty significantly the non VTEC intake lobe stagger, will be interesting to see how it fares once installed:




You can always tell a guy who takes pride in his work. I called Geoff yesterday asking him about break in process, measurements and specs, etc. Once he finished informing me of the things related to install, he said "I know your gonna love the cam." Man, I can't wait to see what this thing is capable of!
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It came today!








Just dropped off at machine shop this morning with pistons, should be about a 2 week turn around time.

In the meantime, I am focusing on port matching the head to its manifolds. Once I get this completed, I will be bringing the head and intake over to him for resurfacing and hot tanking.

Will be able to start engine reassembly in about 2 weeks!
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Shifter looks pretty :) Maybe I'll still hold out for the Hybrid Racing part. Maybe it doesn't require all the modification?
Shifter looks pretty :) Maybe I'll still hold out for the Hybrid Racing part. Maybe it doesn't require all the modification?
Looking at the base of the hybrid, it probably doesn't need modification due to it only having the two bolt holes.

I did like the idea of the k tuner offering 3 bolt holes to stiffen up the mounting plate assembly, even though now just realizing it was only for the B series linkage.

But once I modded my shifter assembly, tightened the bolts down, the whole thing became just one rigid piece. The weak link at this point would be the welds that secure the shifter mounting plate to the actual stabilizer rod, but those are excellent welds from factory and are still in great condition so it won't be going anywhere anytime soon.

I didn't mind attempting the modification honestly once I stared at it and thought about mounting possibilities for about an hour, the integrity of shifter system isnt compromised by doing this. Only took about 10 mins to actually modify in the end haha :)
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nice !
can't wait to hear your opinion on the cam once all the puzzle pieces get massaged !

what did you end up having the cam cut to?
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what did you end up having the cam cut to?
It's his Tri Flow level 2 grind.

There is a reason he asks for a note with build specific details, like desired power level, max boost pressure, max rpm, etc.

He said it's his level 2 base profile with some degree of customization, keeping in mind that it is a mid size turbo application.

Once I get the engine parts back from machine shop, I'll share all specs with everyone when I go to degree it in :)
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It's his Tri Flow level 2 grind.

There is a reason he asks for a note with build specific details, like desired power level, max boost pressure, max rpm, etc.

He said it's his level 2 base profile with some degree of customization, keeping in mind that it is a mid size turbo application.

Once I get the engine parts back from machine shop, I'll share all specs with everyone when I go to degree it in :)
Wish i went with that cam :(
Wish i went with that cam :(
You still running the Bisi's you mentioned in your build thread?

I will definitely report how this cam acts, and how much of Geoff's magic shows itself :)

I got a pretty good feel of how this engine responded on wastegate pressure before, and when I get the engine back together the that will be my baseline during the brief break in period so I hope to have a decent comparison between stock vs this cam under low boost.

Mind you, I'm also running into a bunch of little things that I neglected to solve on my last build, like port and gasket matching, it is unreal how much potential there was holding back the more I work on these ports haha, so it might not be a fair comparison haha.
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Coming along very nicely! Can't wait to see her perrrrrrrrrrrr!
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New updates!

I finally had a chance to complete the port and gasket matching.

By the time I got all ports matched and gaskets cut last night, I realized 9 hours just burned by and it was 3:30AM. My right forearm is harder than an up and coming teenager's from all the damn drill usage!

I lightly polished each port with medium then fine grit sanding rolls, but there was no way in hell I was spending any more time on this stupid tedious task. I ended up with about 10 hours overall into this task. Also managed to get the OBD1 IAC installed onto this Y8 intake manifold.

It was way more work that I wanted it to be, but DAMN the ports were HORRIBLY mismatched, especially the exhaust. I couldn't believe how restrictive the stock exhaust ports are on this head, it was kind of surprising. I cannot wait to see how this engine runs with matched ports, all transitions are smooth and open now!

Picture show! (But first, a funny line item I spotted on my son's homework haha):




Rough cutting and checking impressions with layout fluid (intake side):








The exhaust ports conveniently had a giant circle of carbon that highlighted how far off the exhaust manifold gaskets and manifold ports were in comparison to the head, so I started by cutting this material out. It was a LOT of material:









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Checking to see how far off the manifold gasket was going to be:







Now for the exhaust manifold matching. This guy was HORRIBLY misaligned with the ports, coupled with the misaligned gasket, I can only imagine how difficult it was for this engine to breathe properly before:





Look how BAD these ports were off! It's like a wall:











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Rechecking the exhaust manifold port match to the head with layout fluid (y):











Exhaust manifold gasket matching (I already matched my thermal intake gasket, didn't take any pictures of that).

Thin stainless gaskets are a bastard to cut! The carbides kept finding every excuse to catch any little thing, and would make the bit hop around everywhere.







The finished product after sanding:



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Port matches verified with borescope (I didn't take any snaps of the exhaust because it was dark in those ports and difficult to see due to the angle that the exhaust port follows, but I could see that the exhaust ports were properly mated to the manifold):


Cylinder 1 Intake:





Cylinder 2 Intake:





Cylinder 3 Intake:





Cylinder 4 Intake:


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This next part took FOREVER to complete. Porting the throttle body opening in the intake from stock 56mm to this 62mm throttle body was retarded slow. On a high note, if anyone needs a recommendation on a good cordless drill, my DeWalt 20V non-hammer drill (Mac Tools branded) has been through the ringer with these intense cutting and grinding type tasks over the last 5 years and keeps on going. It's fucking impressive, I literally held the trigger wide open for roughly 8 hours yesterday doing these ports and it never misses a beat.

Once the porting for the TB was done, I realized the stock B18C5 throttle body gasket was really thin near the IAC opening. So I made a new one with gasket paper to give it some more meat around that area:




Next came the fun task of getting the OBD1 IAC installed to this intake. I marked the area where the stock TB gasket is open for the IAC air bleed port:




Then drilling out the aluminum blank areas to allow for the IAC to install. You have to drill at an angle to get from the IAC bleed port area at the TB flange to make it down to the first IAC port hole:





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Finally after all that, it was roughly 4AM. My hands and arms were sore, took a long and deserved shower to get all the metal shavings out of my hair and the layout fluid off my hands.

Then a quick turn around sleep to make it to wake up at 8:30AM to bring the head and intake to the machine shop to join my block, then head to work.

Cross fingers I'll get all pieces back by end of next week, early the following week.

In the meantime, I am going to redo my exhaust downpipe transition. This evening I will build a jig to maintain the shape and position of the original, then bandsaw the section I need to change out of it.

I also have some other little piddly things to do as well, like wire up my flexfuel sensor and devices. I would like to bench test the sensor before installing it to the car, so I might set this up on the injector flow bench tonight and run some of that E85 (E67) I bought a while back.
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