Malaysian Magazine Hypertune Tests Skunk2 Gear
Skunk2 in Hypertune Magazine
Jul 1st, 2009 // Article By: Skunk2 Staff // Photographer: Skunk2 Staff
Malaysia’s Hypertune magazine tests Skunk2 Pro 3 Camshafts, Cam Gears, Titanium Retainers, Forged Valves, and Valve Springs as well as a Skunk2 Pro Series Intake Manifold and Composite Fuel Rail on its B-series-powered EG6. Here’s what they had to say about Skunk2:
B18C ON STEROIDS
JC Racing, Skunk2 and Hondata endow this B series engine with serious power!
Text & Photos: Mark
Much has been said about the K series engines and about how well they respond to mods and how easy it is to make big power with them. But that doesn’t mean the B series engines are long gone and forgotten.
Although older and a little harder to make power with than the K series engines, Honda’s B series engines still pack lots of potential. You just have to work a little harder to make big power with them. And this docile looking EG6 proves it.
Under the hood of this car is a B18C, crammed full of goodies that would make and Honda-head drool with envy and pleasure. In the head, Skunk2 Pro 3 camshafts, retainers, valves and valve springs are installed and in the block are forged CP pistons with a massive dome for a 12.5:1 compression ratio, Crower conrods and a fully balanced crankshaft. Bolted to the head are a Skunk2 Pro Series intake manifold with a S90 throttle body, Skunk2 Pro Series adjustable cam gears and a Skunk2 composite fuel rail. And let’s not forget the flashy Mugen extractor and Hondata S300 ECU governing this naturally aspirated beauty of an engine.
Let’s use a completely stock B18C engine as a benchmark. From the factory, the ‘blacktop’ B18C pushes out around 170 to 180bhp at the flywheel, which equates to around 136bhp to 144bhp at the wheels. Not a bad power figure, but not exactly what would get our pulses racing either.
The B18C tucked nicely under the hood of this EG6 is just about as built as any car nut could hope for. High compression pistons, strengthened internals, wild profile camshafts and an ECU with enough processing power to run a nuclear power station. It makes one wonder just how much power would the sum of these parts equate to.
How much power an engine makes is largely dictated by how much air it can flow through its innards, and the Skunk2 Pro Series intake manifold lets the engine make more power by improving airflow to the engine with a larger plenum and tapered runners. The Skunk2 Pro 3 camshafts are quite extreme, with a 277-degree duration and 13mm of lift on the intake cam and 234 degrees duration and 12.4mm of lift on the exhaust cam. Couple this with the 68mm S90 throttle body, high compression pistons and Skunk2 adjustable cam gears and you have a recipe for great power.
Skunk2’s composite fuel rails not only allow more fuel to be squirted into the engine, but because of the material used, a carbon impregnated aerospace thermo-polymer composite, the fuel is insulated from radiant heat and conductive heat transfer. This means the fuel is kept cooler than conventional metal and aluminum fuel rails, which results in more power and torque.
Now that we know a little bit about some of the parts fitted to the engine, just how much power can they give the aging B18C? Jackie of JC Racing had the car strapped to the dyno, just to show me what this baby could do. To my surprise, this yellow EG6 put down a whopping 224.29PS at the wheels and 20.52kg/m of torque. And the more surprising thing is, Jackie says that there’s more power to be had, because he hadn’t tweaked the Hondata S300 ECU to its fullest yet.
While a K series is undoubtedly the better engine and can make the same amount of power with much less, builds like these still prove that the B series’ days are far from over.
B18C ON STEROIDS
JC Racing, Skunk2 and Hondata endow this B series engine with serious power!
Text & Photos: Mark
Much has been said about the K series engines and about how well they respond to mods and how easy it is to make big power with them. But that doesn’t mean the B series engines are long gone and forgotten.
Although older and a little harder to make power with than the K series engines, Honda’s B series engines still pack lots of potential. You just have to work a little harder to make big power with them. And this docile looking EG6 proves it.
Under the hood of this car is a B18C, crammed full of goodies that would make and Honda-head drool with envy and pleasure. In the head, Skunk2 Pro 3 camshafts, retainers, valves and valve springs are installed and in the block are forged CP pistons with a massive dome for a 12.5:1 compression ratio, Crower conrods and a fully balanced crankshaft. Bolted to the head are a Skunk2 Pro Series intake manifold with a S90 throttle body, Skunk2 Pro Series adjustable cam gears and a Skunk2 composite fuel rail. And let’s not forget the flashy Mugen extractor and Hondata S300 ECU governing this naturally aspirated beauty of an engine.
Let’s use a completely stock B18C engine as a benchmark. From the factory, the ‘blacktop’ B18C pushes out around 170 to 180bhp at the flywheel, which equates to around 136bhp to 144bhp at the wheels. Not a bad power figure, but not exactly what would get our pulses racing either.
The B18C tucked nicely under the hood of this EG6 is just about as built as any car nut could hope for. High compression pistons, strengthened internals, wild profile camshafts and an ECU with enough processing power to run a nuclear power station. It makes one wonder just how much power would the sum of these parts equate to.
How much power an engine makes is largely dictated by how much air it can flow through its innards, and the Skunk2 Pro Series intake manifold lets the engine make more power by improving airflow to the engine with a larger plenum and tapered runners. The Skunk2 Pro 3 camshafts are quite extreme, with a 277-degree duration and 13mm of lift on the intake cam and 234 degrees duration and 12.4mm of lift on the exhaust cam. Couple this with the 68mm S90 throttle body, high compression pistons and Skunk2 adjustable cam gears and you have a recipe for great power.
Skunk2’s composite fuel rails not only allow more fuel to be squirted into the engine, but because of the material used, a carbon impregnated aerospace thermo-polymer composite, the fuel is insulated from radiant heat and conductive heat transfer. This means the fuel is kept cooler than conventional metal and aluminum fuel rails, which results in more power and torque.
Now that we know a little bit about some of the parts fitted to the engine, just how much power can they give the aging B18C? Jackie of JC Racing had the car strapped to the dyno, just to show me what this baby could do. To my surprise, this yellow EG6 put down a whopping 224.29PS at the wheels and 20.52kg/m of torque. And the more surprising thing is, Jackie says that there’s more power to be had, because he hadn’t tweaked the Hondata S300 ECU to its fullest yet.
While a K series is undoubtedly the better engine and can make the same amount of power with much less, builds like these still prove that the B series’ days are far from over.
Why no mention of dragons Mark?
And yeah why no mentions of dragons?
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