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Discussion Starter #1
Hey guys, I was wondering what would be the ultimate d16z6 build for the jrsc?
My plan would be a rebuilt d16z6 and a z6 jrsc kit rebuilt,ported and intercooled by LHT, running as much boost as I can safely.

If you were to build THE ultimate d16z6 for a jrsc, how would it be set up?

Rebuilt, ported, milled z6 head...
3 or 5 angle valve job?
.5mm or 1mm larger valves?
which cam?
which tb?

rebuilt, bored, decked z6 block...
75.5mm or 76mm?
which compression ratio/pistons?
stock rods with arp bolt strong enough?

I am looking to build THE ultimate block for a jrsc....
 

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Meat Popsicle
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I think you should read my build thread. I think it's safe to say I went overboard which is apparently what you want to do as well ;) Be ready to spend a lot of cash for probably half the power that you'd get from a turbo setup that would cost the same.

Cam and TB are probably the least important to you. The stock cam has the smallest amount of overlap compared to any other off-the-shelf aftermarket cam which is what you want with a supercharger. Use the stock TB and find a way to improve the S-tube design
 

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There's a few member here including myself that have JRSC. I suggest you start making a lot of research and reading. Don't expect your research to be complete overnight.
 

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Discussion Starter #4
Yes, I do plan to go "overboard" hahaha.

Im just really curious as to the compression ratio I should aim for, and if 76mm would be safe, or just stick to 75.5.

So not even an "n/a stage 1 cam", or "turbo stage 1 cam" would be better than the stock z6 cam? Does anybody make a supercharger cam?
 

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Discussion Starter #6
Colt makes a z6 cam specifically profiled for a jrsc?

Should I go with a 5 anlge valve job? oversized valves?

75.5 or 76mm?
which pistons/compression?
rods?

Im looking to get the jrsc rebuilt,ported and intercooled by LHT and make as much power as I possibly can with the d16z6 and jrsc while still being streetable.
 

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I would recommend you send your JRSC to get rebuilt by Magnacharger. Bill is the owner and actually worked with Jackson Racing when it had it's original owners. Bill used to make stuff for them. I took my jrsc to him for rebuild and will be taking 2 more in next week. Call him at (530) 865-7010
 

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Discussion Starter #8
I would recommend you send your JRSC to get rebuilt by Magnacharger. Bill is the owner and actually worked with Jackson Racing when it had it's original owners. Bill used to make stuff for them. I took my jrsc to him for rebuild and will be taking 2 more in next week. Call him at (530) 865-7010
Im planning on going with LHT because I have heard alot of good from this company dealing with jrsc's...plus I want them to modify the manifold for the intercoolers...


Any suggestions on compression/pistons?
76mm safe?
oversized valves, 5 angle valve job?
 

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Meat Popsicle
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I would recommend you send your JRSC to get rebuilt by Magnacharger. Bill is the owner and actually worked with Jackson Racing when it had it's original owners. Bill used to make stuff for them. I took my jrsc to him for rebuild and will be taking 2 more in next week. Call him at (530) 865-7010
Do they offer rotor coating services?

Im planning on going with LHT because I have heard alot of good from this company dealing with jrsc's...plus I want them to modify the manifold for the intercoolers...


Any suggestions on compression/pistons?
76mm safe?
oversized valves, 5 angle valve job?

LHT makes good intercooled manifolds, yes. I don't know if I'd trust them to rebuild the blower though. I would go with Magnacharger or Embree machine (the high speed lab)

Personally, I would shoot for 10:1 compression ratio. I would call weisco and see if they'll make the endyn rollerwave's for you...or call endyn and see if they'll order them for you.

I would go with 75.5mm...just enough to ensure you get a good P2W clearance without the possibility of compromising the strength of the sleeve

Oversized valves are good but expensive. They also require that you unshroud the combustion chamber behind the valves to see the benefits. A 3-angle valve job is more than sufficient
 

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Colt makes a z6 cam specifically profiled for a jrsc?

Should I go with a 5 anlge valve job? oversized valves?

75.5 or 76mm?
which pistons/compression?
rods?

Im looking to get the jrsc rebuilt,ported and intercooled by LHT and make as much power as I possibly can with the d16z6 and jrsc while still being streetable.
No. But Colt makes cams that make great power and I would not want to bother with a "billet" cam that is very possibly going to have issues.

76mm is fine with a JRSC since you won't likely break 200WHP.

I like Wiseco pistons. Something in the 10.5:1 range is good.

LHT no longer does D-series stuff, IIRC. I am not sure if they even do the B-series coolers anymore.
 

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Discussion Starter #12
No. But Colt makes cams that make great power and I would not want to bother with a "billet" cam that is very possibly going to have issues.

76mm is fine with a JRSC since you won't likely break 200WHP.

I like Wiseco pistons. Something in the 10.5:1 range is good.

LHT no longer does D-series stuff, IIRC. I am not sure if they even do the B-series coolers anymore.

Damn, If LHT doesnt mess with the d-series jrsc I probably wont go jrsc..... hmmmm
 

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Meat Popsicle
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Yeah, last time I called they said they would still do it...but then again, that was a year or so ago. You could always just build a custom manifold if you know someone who's good with a TIG
 

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Discussion Starter #15 (Edited)
According to their site they still do, I sent them an email waiting for the reply....

IF I can get them to port and intercool the m45, how should I build the engine?

Should I run stock z6 rods and pistons?(9.14 according to zeal)
stock z6 rods and pm6 pistons? (9.69, zeal)
(or would I NEED aftermarket rods/pistons?...def wont break 200hp....)
75.5mm? or would 76mm be safe below 200hp and below 7.5 rpm?

Should I run stock cam, ___ stage 1 n/a cam, ____ stage 1 turbo cam, colt tri-flow cam???[http://www.coltcams.com/flash/]
Should I bother with bigger valves while getting the head ported and polished?
 

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Meat Popsicle
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I wouldn't be too sure about the "def won't break 200hp". Intercooling the M45 is a night and day difference.

I know you're dead set on having LHT work on your blower but I would STRONGLY suggest that you don't. They aren't supercharger specialists...

Eaton M45's have little quirks about them that the bigger blower's don't. The rear case bearings are easily replaced but the front (rotor plate) bearings are different. The rotors are press-fit through the bearings in the rotor plate.





(Pics courtesy of swich)

Once you press the rotors out and press them back in to new bearings, there's a possibility that they might slip and go out of time which = blower destruction.

Most places will press them out, peen the shaft, and press them back in with loctite. Embree machine has a proprietary method that they're trying to patent that involves machine the rotor shaft and using some fort of clip/pin to hold the rotors in place.

Remember, the 3rd gen eaton M45's weren't used on many cars...pretty much exclusive to the JRSC line of products. They're not terribly common and most places don't have much experience with them.

I've experienced problems firsthand with this and am just trying to save you from running into the same issues.

I wouldn't even bother with porting the blower. Leave it the way it is and reduce the risk of ruining it.


Regarding the other stuff..

I don't really have advice for the pistons, the beaver would know better than I would since I've only messed with the Endyn pistons. Definitely increase the compression a bit.

As for the rods...you can chance it with the stock rods but I'm confident that you will be right at or over 200WHP if it's intercooled and you increase the boost. Crower rods are awesome and don't require notching but are expensive. Eagle rods are much cheaper but you have to notch the block and possibly the girdle.

You're messing with a tricky beast when you start doing things with the cam. NOBODY that I've seen offers a d16 supercharger cam that provides the right attributes. Like I said before, the stock cam has the least amount of overlap compared to any other off-the-shelf cam which is ideal. When you start increasing overlap, you reduce efficiency by letting your compressed air leak through the cylinders. You negate the benefits of additional lift by allowing more compressed air to leak by.

Again, bigger valves are good but only when the combustion chamber area behind the valves are properly deshrouded. Personally, I'd take the money you were thinking about spending on a cam and go with .5mm OS valves with the correct chamber work done.
 

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Very good info Patrick! I wanted to give you rep points, but I must spread more out before I can rep you again.
 

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Discussion Starter #18
They said they still do the m45's. But your saying I shouldnt intercool it? Or are you saying I should get it rebuilt by someone other than lht, but get lht to install their coolers?
 

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Custom intercooler. Get it done by LHT

If you want your M45(blower only) to be rebuilt. Have someone else do it.
 

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Discussion Starter #20
I guess Ill just stick with the stock z6 cam in a ported polished milled z6 head w .5mm oversized valves. As far as the block goes I will probably stick with stock rods with arp bolts, maybe shotpeen them, but should I stick with p28 pistons (75.5 or 76?) or pm6 pistons?

If I ever manage to break 200hp I will switch to crower rods and forged pistons, but untill then, which pistons should I use? 75.5 or 76?
 
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