REPOST FROM 5-23-2005

Quick question....

Ordering the B18C5 and I noticed that the newer 98+ engines have a higher final drive (4.7 as opposed to the 4.4). So basically the newer one will rev up quicker and give better acceleration. Normally this is good, however with a JRSC on this engine and the CRX being a lot lighter then the teggy do I really want a higher final drive?? I mean the car is gonna have like ZERO traction as it is, won't I be making the problem worse, I'm gonna be smoking, and wheel hopping all the way throught 2nd!!!

What do you think?

Also, does anyone have another suggestion for JDM parts.....Password hasn't had a JDM EF front end conversion for over a year!! and they basically told me to forget it!

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REPOST FROM 5-23-2005




You Rock!!! I thought about your post and said...I better call them. Sure enough! they had it in stock!!

I'm pysch'd, I ordered....

EF8 conversion
B18C 96-97 type R
SiR guage cluster
96-97 type R steering wheel

Steve also has talked me out of the JRSC. It seems I might be going all motor now. Maybe some nice head work and individual throttle bodies. He addressed something I was worried about from the beginning.....too high of compression ratio to go FI. I guess I may be tearing an engine down now after all (need something to do while it's in the bodyshop )

Next is brakes and suspension

Thanks guys!! (and girls)

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Guess he was wrong about going FI

I don't know Will..... looking back in retrospect I think Steve didn't realize (neither did I) the extent at which I was taking this build. I think the B18C5 with a JRSC and stock fuel computer, relying on the JR rising rate fuel regulator is a bad idea. When you throw on a programmable ECU solution you add a huge margin of safety (and performance) and then you can times that by 2 when you intercool the charge. When I first mentioned this to Steve I never intended anything except the engine + JRSC.

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What type of deal did you get on the B18C5. Im looking at getting one for meself.

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91' CRX HF (stock motor): AEM Short Ram Intake, Buddy Club Spec II Exhaust, Neuspeed Short Shifter, Tokico Lowering Kit, NGK Wires, Wings West RS Body Kit, GS-R Rims, Toyo Proxe T1R's, Pioneer Head Unit, 2 Alpine 12" Type-E Subs, 4 Alpine Type-S 5 3/4" Door Speakers, Custom Enclosure.

I paid $4300 for the engine itself. The entire swap ran me 14K

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I think you should go with the 98. Even thought the final drive is a it higher and your blowing it i still think it be much better next to a turbo application. Worst come to worst you will most likely loose a smidget of traction but i think you will retain more then enough to get the car up and moving.

oh yeah, i actually talked to a friend of mine at Mile High Honda, who friend drives an integra with a C5 and JRSC. I'm not aware of the year of the motor but he does have a spoon final drive in the tranny. I have no idea what the numbers are on that but i was the told the accleraction is very agrressive and getting power to the street is tricky but possible.

John, you dont want a higer FD when boosting. Lower for FI higher for NA

Try www.jhpusa.com
maybe they might have something or maybe even
www.kingmotorsports.com

I don't know who that was directed to, but yes...I DON'T want a higher final drive especially on a car as light as the CRX that's why I got the 97 B18Cr. It's 98 and up the had the nasty high final drive.

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Who else is john around here

Honestly...I have to idea. It strange that when you register it doesn't ask you for your real name. I always thought it should (then again who would tell the truth )

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