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Im looking to get a SC either the New Vortech of the JR. If I get the JR I want to go 8psi right out of the box. What would I need to make the car a daily driver and running fast?
pulley
j&s safeguard
dual monitor round guage
Btc
Injectors?
cartech FPR
Fuel pressure guage? which one?
oil pressure
Boost pressure
What else? I hope I have a good idea of what I need but will it be hard to tune? Any/all info will be a great help???
thanks
-Nick
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95 GSR 4-DR Greddy exhaust and header, AEM CaI, Field Vtec controller, Power slots and metal axxis pads.
Eibach Pro springs, Tokico illuminas, Progress 22mm rear sway bar.
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pulley ----YES
j&s safeguard ----YOU CAN GET AWAY WITHOUT ONE WITH CONSERVATIVE TUNING.
dual monitor round guage ----DITTO
Btc ----DITTO
Injectors? ----DITTO (if you don't mind 100+psi fuel pressures and get a HO fuel pump)
cartech FPR ----YES
Fuel pressure guage? ----YES
which one? ----Full sweep Autometer. Pay the price and you'll be happy you did.
oil pressure -----NOT NEEDED
Boost pressure -----YES
<<What else?>>
-A/F Ratio gauge or EGT Gauge.
-HO Fuel Pump
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Greg Holden
96 GSR, JSRC @6psi, AEM CAI/RSR 4-2-1/Greddy PE, Cartech 20005/Walbro GSS-342/TPS Mod, JR BTC, KYB AGX/H&R OE Sport/ST 19mm Rear Swaybar
Best 1/4 ==> 13.937 @ 101.41mph
My JRSC Install Site
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Holden: quick question. I asked my mechanic about installing a fuel pressure gauge and he said it was a bad idea to run the fuel to the inside of the cockpit of the car for the guage. So my question(s) [heh] are is he right and if so isn't there some under the hood (in-line gauges) you can get?
Thanks
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Ooppss. Also forgot to ask if
1) how bad it is too run 80-90psi on stock injectors vs. the normal stock pressure of 30-45psi(is that right)? How long will the stock injectors last at that increased pressure/how much life span shortening to expect?
2) where can I find out how large my injectors are on my 99 Prelude. I looked all over the web but it doesn't seem like anyone hardly sells replacement OEM injectors AND indicate the size of them. Could I just easily call HOnda parts during the week?
Thanks again
-Dave
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The fuel pressure guage is ok to use...you dont run the fuel line into the car...instead it uses a electrical sender that mounts in the fuel line under the hood...and a wire runs to the guage inside the car
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John
B18C1 Powered 95 Civic EX Coupe
H22A Powered 92 Civic VX Hatch(In the works)
88 CRX HF(Coming soon)
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<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by davidm_sh:
Holden: quick question. I asked my mechanic about installing a fuel pressure gauge and he said it was a bad idea to run the fuel to the inside of the cockpit of the car for the guage. So my question(s) [heh] are is he right and if so isn't there some under the hood (in-line gauges) you can get?
Thanks<HR></BLOCKQUOTE>
With the Autometer full sweep electrical guage you don't run fuel in the car. There is an electrical sending unit instead. You should never run fuel in the car BTW!
Zach
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94 Civic Coupe/LS Hybrid
JRSC@6psi
Turbo Convert
Import Specialty Automotive (253) 473-2606
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I think peak pressures of 80-90psi are fine. It's when you go over 100psi that I'd start to worry.
To find out what injectors you have, send them to RC for cleaning and balancing and they'll measure them exactly.
Greg
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I believe the earlier H22A engines (93-95?) used 340cc injectors. I think they have since downsized the injectors to 290-310 but I am not positive.
I wonder if the size of the injectors is stated in the Helms manual.
Marc
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Thanks for the info! Im still waiting for info in the Vortech from one of my buddies. Do you think the 8psi JR will be hard to tune?
thanks again
nick
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<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by JRCivic:
As for the J&S... I have not tested a new design yet, however, I understand that it now comes with some type of boost sensitive retard capabilities. As for having a re-mapped timing curve... unless John has tested a Jackson powered GSR or Civic, I do not see how his curves could be optimized for this application like the BTC is. In any event, John makes an excellent product and his continual advancement of the piece is commendable.
<HR></BLOCKQUOTE>
Jim, John just announced the new feature a few days ago. With the proper inexpensive testing equipment it's easy to replicate the timing curves of the BTC. By utilizing a microcontroller in the J&S unit, makes adding new features very easy. Especially, with the abundance of I/O's in the Motorola controller they're using. I'm not implying J&S tested the BTC, but I think J&S will be offering a BTC "like" feature of the new safeguard. Here's the link: http://www.hostboard.com/ubb/Forum40/HTML/005228.html
scroll to the bottom of the post.
Here's a direct quote:
New feature just added!
In addition to knock retard and boost retard, the unit recurves the Honda ECU timing. The system advances and retards as much as 8? in the mid range, depending on RPM and vacuum. This should kill any part throttle detonation, while still allowing you to run full stock timing.
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Mods
[This message has been edited by zip (edited January 02, 2001).]
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Here is a little more information on the Honda timing re-cuve:
After Endyn's first test of the Ultra, Larry made a suggestion about adding a programmed advance/retard curve to the unit. He knew I had already developed similar software for some of our Miata and Subaru applications, and asked if I could add it to the new unit.
It took me a couple of all nighters over the Christmas weekend. Just before I shipped it back, I thought of another cool thing to program in: Switches 3 and 4 select 2?, 4?, 6?, or 8? of programmed advance/retard. He loved that.
The new curve retards gradually as the RPM's increase. It maxes out in the mid range, stays there a while, and then re-advances gradually as the RPM goes on up.
The amount of RPM retard is also modulated by vacuum. No retard is allowed if the vacuum is greater than 10 in. Hg. Full amount if the vacuum is less than 3 in. Hg. Proportional amounts in between. Natch.
Larry did some quick tests on his type R last week in 40? weather. We should be hearing more from him this week. Don't know what boost he was running, but he likes the way it works.
He got brave and bumped the initial timing up to 15?. He had the Ultra set to pull a small amount of boost retard, had the programmed RPM retard set to pull 6? max, and he did see the knock retard lights flicker on and off.
With this amount of control, I don't think we'll have to worry about spending thousands of hours on the dyno optimizing the curve. Each application is going to be a little different, anyway, so whose car would we pick to optimize for?
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Thanks for the info guys. So I have 290cc injectors.
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John, what is retail pricing going to be on the newest J&S unit?
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1998' 4dr GSR, 8psi JRSC w/hand ported plenum, 320cc injectors, Cartech adj. FMU, Walbro HP fuel pump, TPS trick in the works, valves set to .005i/.006e, MSD BTM, B&M CommandFlo regulator, stock intake w/ITR "cool air" resinator, Greddy sp exhaust, Tokico Illumina 5-ways, ITR springs, Skunkworks 22mm rear swaybar(removed due to mount torn out at present), ES motor mounts and front swaybar bushings, 205/50WR/15 Kumho Supra 712s, KVR Carbon Fibre pads, Super blue dot 4 brake fluid, B&M fuel pressure gauge, Autometer sport comp A/F gauge in dimmer location
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YLW 00' Type R #00-1011 with "special tuning" and 143db triple air horns
Honest officer, I had no idea how fast I was going...the speedometer only gos to 150...
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If you get the new ultra safeguard you'll also get the MSDBTM and JRBTC features, so it'll actually save you money.
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Mods
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The stock injectors on my 1994 GSR are 240cc. I am considering running 310 cc (saturated) injectors with 8 psi boost.
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H22A injector sizing:
'92-96 H22A: 330cc
'97 and up H22A: 290cc
I agree with Holden on your parts list.
Basic blower kit
upgraded pulley
GSS-342 fuel pump
Cartech FMU
JR BTC
Autometer elec. fuel pressure gauge
Boost gauge
A/F gauge or EGT gauge
Also, I think that larger intectors are a really good idea... keeping fuel pressures to a lower peak reduces the strain on the fuel pump and eliminates some inherent fuel flow characteristic problems that are normally experienced above 90 psi.
As for the J&S... I have not tested a new design yet, however, I understand that it now comes with some type of boost sensitive retard capabilities. As for having a re-mapped timing curve... unless John has tested a Jackson powered GSR or Civic, I do not see how his curves could be optimized for this application like the BTC is. In any event, John makes an excellent product and his continual advancement of the piece is commendable.
I agree with Greg: there is no substitute for good tuning...
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'93 Civic Si H/B with B18C1, JRSC @ 8psi
Best 1320: 12.68 at 110 mph
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Hey 1994GSRFL...
You are close. The injectors are 235cc in the '94 GSR. Running 310's is fine, however, you need the PEAK AND HOLD (low impedence) type. Your ECU will not run the newer type injectors well... and you may eventually burn up the injector drivers in the ECU. Let me know if I can be of any help.
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'93 Civic Si H/B with B18C1, JRSC @ 8psi
Best 1320: 12.68 at 110 mph
