Hey guys, first off i wanna introduce myself and say hi everyone, im from the austin texas area and im shocked that this site exists!! I was so pumped when i stumbled on it cause im the anti-vtec out here where i hang out and nobody believes in what i do until they get walked haha! But on to business:

First: I wanna know if anyone has recommendations or specs for crower 402 non turbo cams on the valve adjustment (cause i have just followed oem honda specs ever since i bought my cams) and what to set adj. cam gears to for the best gains.

Second: I see everyone downing the idea of milling the head for more compression. I had a head that was milled .20 thousandths and never had problems with it. But now i have a whole new b20b motor that im rocking with the cams for now and just bought a bare head. I wanna be able to hit 8000-8200 rpm with the new head safely and im getting it milled down .30 thousandths this time for extra compression. I noticed alot of people look down on this so i wanna know what you guys recommend for me to do with my valvetrain, headwork, and cams.

I wouldn't rev that high on a stock b20 short block. Weak cylinder walls + bad rod ratio + no girdle + weak rod bolts= warped/cracked cylinder wall or thrown rod
I don't think the 402's make any power after 7500

i read up on them and it said they peak out at 7800. the block wont be stock. its gettin rebuilt with fresh internals with arp rod bolts and im havin trouble with bearings cause i find them for b18 but not b20 and im not sure if there is a difference

and please explain how the cylinder walls are weak when its proven that the siamese bore sleeve in the b20b is the strongest of almost all b series

http://www.honda-tech.com/showthread.php?t=329921
follow the link

well i dont understand how that makes sense when i got a buddy boostin 15 psi on stock sleeves. but off topic. anyone have insight on my questions

Well if you're planning on revving that high look into getting a gsr/z10 engineering girdle & what is needed to install into a b20 or ls.

well my buddy was talkin about rs machine forged pistons because they are matched to type r spec but increase the bore to 85. he said a block gaurd and different girdle would be necessary and something about the oil squirters

Some nice reading
http://www.team-integra.net/forum/displ ... picID=3029

http://www.team-integra.net/sections/ar ... icleID=472

I for got where I read it but for the ls engines, to get the best out of the cams & piston combo is to increase cylinder fill pressure by 10-15% over stock.


Here's some info for you to use. Hint the 2nd link has a link so you can find out cylinder presure

CROWER 62402 specs

At .050" tappet lift:
Intake-
opens at -10.0 ATDC
closes at 22.0 ABDC

Exhaust-
opens at 30.0 BBDC
closes at -18.0 BTDC

Lobe separtion 110 deg.

Duration at .050" lobe lift
Intake 192 deg .228
Exhaust 192 deg .220

94-01 LS (b18b) OEM cam specs

For .050" tappet lift
Intake-
opens at -16.5 ATDC
closes at 23.5 ABDC
Exhaust-
opens at 33.0 BBDC
closes at -23.0 BTDC

Lobe separation 114 deg.

Duration at .050" lobe lift
intake: 187 deg .225
exhaust: 190 deg .225

Use this link to find out CR
http://zealautowerks.com/index.html

alright then. thanks man.