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Discussion Starter #1
Here it is, the end of all of K-Series cams!

* When choosing cams, make sure that you will have sufficient piston to valve clearance when the cams are fully advanced to 50 degrees. Some cams have too much overlap and can encounter piston to valve contact.


* Take note of the small lobes on the primary part of the cams. This means the car will not perform any better than stock under VTEC.


* Do not make the mistake of looking at cams in "stages". Stage is a relative term. Take the time and read the primary specs and VTEC specs. Also take note of the cam performance at .050 advance. Some companies mentioned here will have piston to valve clearance issues. Caveat Emptor!

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Camshaft Cliff's notes:

When comparing cams, you will find a number of specs listed. These include lift, duration, overlap, lobe separation and timing.

Valve lift is how far the cam opens the valves. Increasing valve lift increases the distance the valve opens, which makes it easier for more air and fuel to enter the cylinders. Gains in airflow will be achieved by increasing lift up to the point where either the area of the valve opening or port becomes the limiting factor on airflow, or mechanical interference is encountered between the valve and piston, valve springs or spring retainer and valve guide.

Duration is how long the cam holds the valves open, and is specified in degrees of crankshaft rotation.

A common method of specifying duration is to measure it at 0.050 in. above the base circle. The 0.050 in. specs are the ones most commonly cited in aftermarket catalogs, and are the ones we will use when talking about specific duration recommendations.

What does a duration spec tell you about a camshaft? It tells you the camshaft's potential for generating power within a certain rpm range. Generally speaking, the longer the duration the higher the operating range of the cam. Short duration cams are good for low speed torque and throttle response, while long duration cams hold the valves open longer for better high speed breathing.

Another spec you need to look at when selecting a cam is the relative timing of the intake and exhaust valves. This can be expressed either as "valve overlap" (the time during which both the intake and exhaust valves are both open) or "lobe separation" (the number of degrees or angle between the centerlines of the intake and exhaust lobes). Decreasing the lobe separation increases overlap, while increasing the separation decreases overlap.

Overlap occurs when the intake valve starts to open before the exhaust valve has finished closing. Increasing overlap can be a desirable thing in a higher rpm performance application because the outgoing exhaust actually helps scavenge the cylinder to draw more air and fuel into the combustion chamber. But too much overlap at low rpm kills low-end torque and throttle response by reducing intake vacuum excessively. It can also create idle emission problems by allowing unburned fuel to be drawn through into the exhaust.

Cam timing is the amount of advance or retard between the cam and crankshaft. Why is cam timing so important? Because it affects engine performance. For the engine to run its best, it needs accurate cam timing.

Edit: Great simplification of Cliff's notes by Bossman:

ok.....duration is the number of degrees that a cam keeps the valve off of it's seat or partly open.A circle is divided into 360 degrees and if you look at the end of a camshaft (as if looking through a telescope) you will see a circle (well, a circle with lumps on it,the lumps being the lobes).Basically duration is how much of the camshaft will force the valve open.

The base circle part is basically meaning that how long the cam keeps the valves open at a certain height(the industry standard for cams is .050"(inches).

The first number is how long (in duration or degrees of camshaft rotation) the cam keeps the valves open at or above .050" of lift.The last number is how high the valves are lifted at maximum lift.Lift can get confusing because really the valves are dropping into the combustion chamber, not lifting.

From Jeff Giovino of Go Power: The cams have a total of 3 lobes, primary - secondary and VTEC lobe. The primary and secondary lobes are the "small lobes" and both work at the same time. When VTEC engages it runs on the center lobe "big lobe"

The factory cams have a different profile on the primary and secondary lobes. Some cam companies choose to place different profiles on the primary and secondary sides while others place the same profile on both.


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Article on how VTEC cams work: How does VTEC work? - Hondahookup.com

Article on how to choose a cam: Camshaft102 - Lift and Duration - Import Tuner Magazine

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Video on how VTEC works:



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Another great article and video on Autoblog about the Z3 motor: VIDEO: Dry but fascinating explanation of variable valve timing — Autoblog





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Great explanation of how cams work from Skunk2 website: Camshaft Tech



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Kudos to Jeff Giovino of Go-Power cams. Jeff has been an incredible help to me. :clapping:

Stock K20Z3 cam specs:

For reference the stock 06 Civic Si cams are
intake big lobe
256 @ .050 - .475" lift

intake small lobe
194 @ .050 - .270" lift
200 @ .050 - .277" lift

exhaust big lobe
246 @ .050 - .424 lift

Exhaust small lobe
184 @ .050 - .260" lift
202 @ .050 - .266" lift

the 09 Civic Si cams are
intake big lobe
252 @ .050 - .483" lift

intake small lobe
190 @ .050 - 289" lift
I forgot to do the other lobe (I will get it done this week)

exhaust big lobe
247 @ .050 - .431" lift

exhaust small lobe
195 @ .050 - .285" lift
same as the intake, I forgot.

I do not have any 07 or 08 cams to check, I believe the 07 is the same as the 06 but I do not know about the 08 model.

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Bisimoto: Camshafts&Valvetrain:Honda/Acura : Bisimoto Engineering, Where Efficiency Meets Technological Perfection!

At this time, I cannot find anything about K series cams

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Blox: [/COLOR][/SIZE] BLOX Camshafts - Tuner Series - A.E Motoring - Welcome to A.E Motoring Your Home of Over 400K Parts!!



BLOX Tuner Series Camshafts use OEM camshaft lobe designs, with BLOX profile specifications. BLOX Racing Tuner Series camshafts offer increased horsepower and torque over the entire RPM range. All camshafts are designed and manufactured using the latest software and casting technologies. BLOX Racing offers engine builders, performance enthusiasts and racers of all levels different profiles to best meet specific needs for the best value.

Specifications
•Type A – Okay to use with factory valvetrain components.
•Type B – Strongly recommend using with BLOX dual valve springs.
•HSL (High Speed Lift) – Must use with BLOX dual valve springs and Ti retainers.

Intake 259 degrees @ .050
Exhaust 252 degrees @ .050

* Made overseas

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Blueprint: Blueprint Manufacturing - Quality Performance Parts - K20 Camshafts

Stage 2: Blueprint Manufacturing - Quality Performance Parts - Camshaft Stage 2 K Series iVTEC



•Aggressive street profile
•Broad powerband
•Easy to tune
•iVTEC
•Springs/Retainers mandatory

BP Stage 2 K Cams –
Intake
Max Lift 12.6mm
Duration 295 @ .050

Exhaust
Max Lift 11.8mm
Duration 285 @ .050

Cost: $820 + $395 for springs/retainers. Blueprint Manufacturing - Quality Performance Parts - K-series valvesprings/retainers

Stage 3: Blueprint Manufacturing - Quality Performance Parts - Camshafts Stage 3 K Series

•Street / Race profile
•Broad powerband
•Easy to tune
•iVTEC
•20° maximum advance without custom pistons
•Springs/Retainers mandatory

Cost: $865 + $395 for springs/retainers

Pro Series: Blueprint Manufacturing - Quality Performance Parts - Camshafts PRO SERIES K Series iVTEC



•Drag Race/Road Race
•iVTEC
•Optimized for high rpm
•Valvetrain mandatory

Cost: $1,000.00 + $640.00 for valvetrain-http://www.blueprintracing.com/shopexd.asp?id=1278







* Made overseas

*Caveat about these cams. From someone legendary on this forum: "Those that I have seen have so much overlap that there is valve to piston (or valve) contact at full cam advance of 50 degrees."


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Brian Crower BrianCrower.com - Brian Crower - BC - Honda Civic Si / Acura RSX-S, TSX - K20A2 / K20Z



Stage 2: Normally Aspirated Specification
Hot street/strip or road race spec. Use with CAI, H, E, ECU, A/F mods. Excellent street manners and idle quality. Requires kit BC0040 or BC0040S.
Adv. Dur
304°/300°
252°/252°
246°/246°

Duration @.050
234°/228°
186°/186°
178°/178°

Lift in.
.525"/.472"
.357"/.357"
.313"/.313"

Lift mm.
13.34/11.99
9.07/9.07
7.95/7.95

The newest engine in the Honda tuning community. The "K Series" is Honda's mass produced version of the roller rocker valve train assembly found in the S2000. Less friction, more rpm potential, faster action cam profiles...this engine has untapped potential. First introduced in the JDM Integra Type-R in 2001, this engine put out a respectable 220HP @ 8000 rpm straight from the factory (DC5). The K20A also sees service in the JDM Civic Type-R, using the same compression and cam profiles. The first USDM production model was the K20A2 found in the 02-04 RSX-S. Other engines featuring the same head configuration include the K24A2 (TSX) that features a 9.114" deck height, the K20Z1 in the 05-06 RSX-S that includes various JDM Type-R add-ons like cams, throttle bodies, higher compression and Honda's answer to the tuning crowd, the K20Z3 found in the 2006-up Civic Si.

Cost: $560.00 for cams + $350 for kit# BC0040S or $425.00 for kit#BC0040 which includes titanium retainers.


BC0042 – K20A2 w/stock bottom end, KPro, BC0040 spring/retainer kit, Toda header and exhaust, Fujita 5 CAI, 91 octane pump gas.

Stage 3: Normally Aspirated Specification
Intended for fully built engine. Extensive modifications,
high compression pistons. Also works on K24 all motor.
Requires kit BC0040 or BC0040S.

Cost: $560 + kit as mentioned with the Stage 2 cams.

BC0043 – K20A2, KPro, built bottom end, +.020” bore, 12.5:1 compression, BC0040 spring/retainer kit, Toda header and exhaust, AEM CAI, 91 octane pump gas.

Threads: Ainokea_Si http://www.8thcivic.com/forums/bolt-ons-all-motor/114501-finally-bc-stage-2-vids-pics-yea-you.html
Holland: http://www.8thcivic.com/forums/bolt-ons-all-motor/59375-just-put-bc-stage-2-cams.html

* Made overseas

* Brian Crower cams on low cam setting have poor lift qualities, thus giving no gains over stock.


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Buddy Club: ---Buddy club OFFICIAL USA WEB SITE---



SPEC I designed for fast road.
SPEC II designed for fast road and competition.
SPEC III designed for pure competition.( specifically for high Rev.and high power engine )

We’ve been developing and producing our original camshaft ever since Buddy Club had established. Still today, we are providing high performance camshaft to our racing teams and winning lots of titles. We worked on to get an ideal well-balanced profile of camshaft and succeeded to give it 1.3 to 1.5 times more effective area than regular camshaft.

Every Buddy Club Camshaft is carefully built through these production processes. Plus, strict inspection will be given to them and only the highest quality products are shipped.

Coating the surface of camshaft with manganese phosphate in order to protect from damage even when the camshaft has not lubricated yet. This has done by steeping press process that produces 0.5mm to 15 micromillimeter thin of manganese phosphate coating on its surface to prevent from direct contact with other metal parts while realizing smooth operation. Wavy grooves are curved to the cam profile surface by oscillation during cam grinding process. Oil pool that is formed on the cam profile surface reduces a friction loss and prevents locking.

We used the super high precision high speed grinding. Peripheral speed 80 m/s 4400rpm. The combination of a ultra high-speed main bearing and diamond grindstone is controlled by the newest 32-bit computer. By using the same special-purpose machine as an automaker, high precision grinding is realized though in 1/3 period of time.

Available in a number of grinds to suit your needs:

•SPEC I – Designed for Street Use
•SPEC II – Designed for Street Use and Competition
•SPEC III – Designed for Pure Competition (specifically for high Rev. and high power engine)
•SPEC III+ – Designed for Street Use
•SPEC IV – Designed for Street Use and Competition
•SEPC V – Designed for Pure Competition (Requires Upgraded Valves, Springs and Retainers)


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Crower:

K20A2 DOHC VTEC CAMSHAFTS


New cam cores designed specifically for the K20A2 (RSX-S), Crower is once again ahead of the competition in terms of bringing high quality, cam cores to the popular Honda/Acura market. These cores are premium induction hardened cores, made from the highest quality steel. The fact that this is the latest roller rocker offering from Honda, Crower has spent considerable engineering on designing all new lobe profiles that deliver the horsepower desired. Choose from a wide variety of profiles, including a forced induction grind that delivers impressive HP numbers.

Part# 63451-2 Stage 1
Performance oriented street. Hotter than JDM Type R profile. Works with stock springs if no mods to factory rev limiter. RPM Range: Idle to 8500+. 35+ hp over stock Type-S w/ECU.
Advertised Duration Int- 300 mid Exh-290 mid
Duration @ .050" Int- 229 mid Exh-226 mid
Gross Lift w/1.75 Int- 480 mid Exh-476 mid
Price $550.98

Part# 63451T-2 Stage 2 - Forced Induction
Special Designed for turbo/supercharger. Features short duration, lowoverlap and high lift. Requires #84164 kit & ECU mods. RPM Range: Idle to 9500+. Horsepower varies w/boost & mods.
Advertised Duration Int- 296 mid Exh-296 mid
Duration @ .050" Int- 220 mid Exh-220 mid
Gross Lift w/1.75 Int- 519 mid Exh-519 mid
Cam Price $578.27
Valvetrain Kit Price $503.60

Part # 63452-2 Stage 2 - 3/4 Race
Road/Rally and Street/Strip. Requires #84164 spring kit and compatible ECU upgrade. Slight lope at idle to be expected. RPM Range: 900 to 9500+. 50+ hp over built Type-S w/ECU.
Advertised Duration Int- 304 mid Exh-300 mid
Duration @ .050" Int- 234 mid Exh-228 mid
Gross Lift w/1.75 Int- 514 mid Exh-483 mid
Cam Price $550.98
Valvetrain Kit Price $503.60

Part# 63453-2 Stage 3 - Full Race
Drag Race and radical Street/Strip. Requires #84164 spring kit and compatible ECU upgrade for optimum results. RPM Range: 1000 to 9750+. 60+ hp over built Type-S w/ECU.
Advertised Duration Int- 310 mid Exh-304 mid
Duration @ .050" Int- 249 mid Exh-244 mid
Gross Lift w/1.75 Int- 502 mid Exh-494 mid
Cam Price $550.98
Valvetrain Kit Price $503.60

Note: All of the above listed cams will work with the following stock valve spring and stock steel retainer combination up to 8900 rpm.
Red Inner - Acura #14752-PRB-A01
Yellow Outer - Acura #14761-PCX-003
Dished Retainer - Acura #14765-PRB-A01

* Made Overseas


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Drag Cartel DragCartel Home Page

Product

From member eh23:

stage 4 8620 billet



stage 4's but on standard cores









custom order stage 5 vtec killer 8620



Designed by the legendary Jeremy Lookofsky, Drag Cartel cams have been used in the Worlds Quikest & Fastest K Series N/A [email protected]

Price: $995.00

At this point, there seems to be only Stage 4 cams and these are for a fully built motor it would seem. The comments in a thread from K20A.org show it best to run a k24 bottom end and 12.5:1 or 13:1 compression.

Jeremy is on K20A.org where he sells his cams: Drag Cartel Stage 4 Cams - K20A.org .:. The K Series Source . Honda / Acura K20a k24a Engine Forum

[email protected]
DragCartel Home Page
(805) 955-9993

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Go Power: GO Power Motorsports
GO Power Motorsports





Product Name :Camshafts
Product Number # :8100
Model :K-series Variant 2
List Price : $895



Product Name :Camshafts
Product Number # :8200
Model :K-series Variant 3
List Price : $895




Product Name :Camshafts
Product Number # :8300
Model :K-series Race
List Price : $895



Product Name :Camshafts
Product Number # :8500
Model :K-series XXL
List Price : $995


GO Power Motorsports was founded in early 2007 by motorsports enthusiasts who saw an opportunity to bring quality products into the performance market. With over 20 years combined experience, the founders bring a wealth of knowledge to lead this new venture. Utilizing the latest engineering techniques and following strict manufacturing protocols, we are able to offer high quality products to all racers.

GO Power Motorsports is led by Jeff Giovino. Jeff has over 18 years of experience in the performance industry. His resume includes positions as technical supervisor at NOS, technical supervisor at NHRA, and R&D Director at Skunk2 Racing. He has also played leading roles in championship-winning teams in NHRA, NHRA Sport Compact, and PSCA competition. As R&D Director at GO Power, Jeff heads both the engine department and chassis fabrication department. His leadership and innovative ideas will bring technically sound and superior performance-enhancing products to the performance market.

Go-Power KSi cams have a big small lobe for great drivability, and the big lobe is not too big for stock internals as you can run 50 degree cam advance and it has rooom to grow as this cam has been in a well built K20 and made 275hp.

Stage 1 Aftermarket header and exhaust, aftermarket ECU, Valve springs and retainers.
Stage 2 All of stage 1 plus - aftermarket pistons.
Stage 3 All of stage 1 and 2 plus - ported head, ported or aftermarket intake.
Custom Call for details

Cost: Stages 1,2,3 are $895. Custom, $995.

Engine Description Intake Duration/Lift Exhaust Duration/Lift
Stage1 310 degrees-13.11mm 305 degrees-11.85mm
Stage2 306 degrees-14.11mm 305 degrees-12.75mm
Stage3 317 degrees-14.50mm 316 degrees-12.85mm

* Made in USA Ground by Webcamshafts which have been grinding cams for over 25 years and are made on new camshaft blanks.

* Special thanks to Jeff Giovino of Go Power Motorsports!

Owner feedback: 2xSi-
Engine: k20z3
Intake: Injen CAI
Exhaust: Vibrant RH w/HFC, Greddy Evo2
Valvetrain: GoPower Drop In Cams, stock valvetrain
Bottom end: stock
Engine management system: FlashPro
Fuel system: stock
Other engine and drivetrain mods: NST pulleys, P2R TBS and gaskets
Track info:




Comments: RuloSi: Now we all know that the dyno is half the story, before I went on the dyno I was able to receive a basemap from Jeff to start my tuning, this was integral for me as it provided me with a known working map that exhibited t 10% increased in HP over bolt-ons and 13% increase in TQ both on the midrange and top-end. Phenomenal numbers to say the least, as I street tuned my car to extract increased performance my car exhibited the following:

1. Idle like stock - you could not really feel the difference, the engine had a more aggressive idle (set to 850, normally at 750 for my IHE tunes)
2. Acceleration - FANTABULOUS!!! My car now accelerates smoothly and there is no loss in power, basically the car feels like it can pull pull (did I mention it keeps pulling forever!). It seems that the midrange is very nice with these cams (it feels like I picked up at least 15lbs TQ on the midrange).
3. The low cam performs smoothly and aggressively before vtec engagement once the high cam is engaged, WOAH NELLY!, basically my car wants to fly but it lacks wings...

Threads: http://www.8thcivic.com/forums/bolt-ons-all-motor/176713-go-power-ksi-cam-review-accessport-cobb-tuned.html

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GReddy: http://www.greddy.com/products/display/?Category=engine&SubCategory=40



Cost: $780

HON K20A (iVTEC)
DC5 iN 248/242/298 -8.3/7.8/12.5 / EX 248/242/288 - 7.9/7.9/12.0
EASY Cam IN & EXH Set 13556201

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Hytech: rsx-tuners



Cost: Cams - $900
Springs/Retainers - $400

HyTech roller cams are designed with the help of Jim Dour from Megacycle Cams. Megacycle has the most in depth experience with four valve cam design. And use a Computer Landis cam grinder to grind HyTech’s cams. For the K series motors HyTech has 5 different intake and exhaust cams depending on the specific combination that is needed. Since there are so many engine combinations one or two different cam spec’s isn’t enough to get the precise cam timing that is needed. Only our in depth engine dyno testing has shown use the need for more cam spec’s. We also offer drag racing cams with VTEC eliminated to reduce valve train weight to operate at higher rpm levels. Below is a list of our street and road race cams. We do not run the lift much past .500 mainly because the heads do not flow any more appreciable cfm above .500 lift. And the valve train geometry starts to get a little bit out of what we would call a same range. Our drag cam spec’s are confidential.

Intake Cam Specs Exhaust Cam Specs
Duration Lift Duration Lift
252 .495 241 .451
257 .506 245 .457
262 .508 250 .468
267 .511 255 .471
272 .517 260 .474

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IPS: >>> I N T R I N S I C * P E R F O R M A N C E * S O L U T I O N S, * I N C. <<<
>>>*I N T R I N S I C * P E R F O R M A N C E * S O L U T I O N S, * I N C.*<<<
>>>*I N T R I N S I C * P E R F O R M A N C E * S O L U T I O N S, * I N C.*<<<



IPS-K2 Maximum performance "street" application camshafts for the naturally aspired Honda K20A(2).
Intrinsic Performance Solutions, Inc. is pleased to introduce IPS-K2 camshafts for Honda K-series enthusiasts. Fully engineered and designed at the OEM level, IPS-K2 cams feature extensive valve motion and harmonics analysis. Additionally, IPS-K2 camshafts possess the most lift per degree within its market segment and provide superior valvetrain stability - implementing advanced pipe tuning which harnesses the ability to retain an OEM valve spring combination (not to be misread, misunderstood or assumed to be "standard as equipped from the factory.")

The benefit is two-fold:
Lower total cost of ownership (TCO)
Genuine Honda factory reliability

IPS-K2 camshafts are precision manufactured to the highest quality. All lobes are micro-polished to a brilliant and functional finish. IPS-K2 cams have been developed and proven through comprehensive Superflow cylinder head flowbench and chassis dyno testing on both Dynapack and Dynojet chassis dynomometers.

IPS-K2 Maximum performance "street" application camshafts for the naturally aspired Honda K20A(2).

Intrinsic Performance Solutions, Inc. is pleased to introduce IPS-K2 camshafts for Honda K-series enthusiasts. Fully engineered and designed at the OEM level, IPS-K2 cams feature extensive valve motion and harmonics analysis. Additionally, IPS-K2 camshafts possess the most lift per degree within its market segment and provide superior valvetrain stability - implementing advanced pipe tuning which harnesses the ability to retain an OEM valve spring combination (not to be misread, misunderstood or assumed to be "standard as equipped from the factory.")

The benefit is two-fold:
Lower total cost of ownership (TCO)
Genuine Honda factory reliability



Specifications:
Intake - duration (lift)

low speed lobe: 253 (9.25mm)
high speed lobe: 302 (13.28mm)
Exhaust - duration (lift)

low speed lobe: 246 (8.10mm)
high speed lobe: 295 (11.84mm)

Dished retainer - 14765-PRB-A01
Yellow outer spring - 14761-PCX-003
Red inner spring - 14752-PRB-A01
Max safe rpm: 8500rpm

Optionally, Eibach EVS P/N 20411.216 has been certified.
Recommended for convenience, availability and more headroom to grow as you build the motor. Alternately, if stock bottom end is to be retained - the OEM valvetrain combo is ideally suited.

Eibach spring w/ Ti retainer
install heights & rpm limits:
@ 1.575" outer spring installed height - 9500+
(race only)
@ 1.590" outer spring installed height - 9300
(aggressive street/track) - good life
@ 1.610" outer spring installed height - 9000
longevity comparable to OEM combo, with higher rpm potential

IPS-K2 - IPS Camshafts - K20 - K2 8620 "Mark2"
IPS-K2 Maximum performance "street" application camshafts for the naturally aspired Honda K20A(2).
Price:$ 1,500.00






IPS-K2's + all the typical bolt-ons


2240cc stock cylinder head with IPS-K2's & ITB's vs. K20A2 + IPS-K2's + all the bolt-ons

This dyno illustrates the potential for IPS-K2's as configured with increased displacement, optimized induction and exhaust systems. Not many companies have "entry level/street application" cams that are 300hp capable. We're just happy to be one of them. Current and prospective IPS-K2 owners may rest assured knowing they'll have plenty of headroom to grow should they decide to unleash the power as proven IPS-K2's are more than capable of attaining.

IPS-K10 - Maximum performance competition class camshafts for
race oriented Naturally Aspirated Honda K20A(2) and other K-series compatibles.
Intrinsic Performance Solutions, Inc. is pleased to introduce IPS-K10 camshafts for Honda K-series All-Motor enthusiasts. Fully engineered and designed at the OEM Professional Motorsports level, IPS-K10 cams feature extensive valve motion and harmonics analysis showcasing profile design reserved for those with discriminating taste and a thirst for victory. Additionally, IPS-K10 profile design technique has been cultivated from rigorous spintron testing, providing superior valvetrain stability for high rpm application - proven on the dyno and at the track winning races.

Specifications:
Intake - duration (lift)
low speed lobe: 280 (10.26mm)
high speed lobe: 312.5 (13.72mm)

- All cams now made to order on 8620 billet cores

Exhaust - duration (lift)
low speed lobe: 273 (9.12mm)
high speed lobe: 312.5 (12.27mm)



IPS KME: IPS Camshafts - KME Camshafts - 2.4L All-Motor - K-series by SlowMotion Motorsports



SKU: IPS-KME
* Leader in K-series Camshafts * KME are built for a K24/K20 Design Platform * Great Gains for Built Motors * Broad Powerband


Threads: http://www.8thcivic.com/forums/bolt-ons-all-motor/152071-ips-k2-installed-most-powerful-si.html

http://www.8thcivic.com/forums/cams-internals/163143-k20z3_ips-k2-8620-248hp-175tq-hondata-flash-pro-tuned.html

http://www.8thcivic.com/forums/cams-internals/141816-ips-cams-k20z3.html

http://www.8thcivic.com/forums/cams-internals/199509-just-got-gold-standard-cams-ips-k2-mkii-cams-real-truth.html

Videos: Temple of VTEC Si with IPS cams:TOV Video: 2006 Temple of VTEC Honda Civic Si at the Tail of the Dragon (US-129 by TOV -- Revver Online Video Sharing Network

* Made in USA

For those who question whether IPS is still in busiess, check this thread: http://www.8thcivic.com/forums/cams-internals/188683-ips-k2.html

* For those who want to buy these cams, you can go to K20a.org and speak to Nikos. He can help you out.

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Jun: JUN AUTO - JUN HIGH LIFT CAMSHAFT - HONDA K20A
JUN Auto Performance Camshaft Kits from Upgrade Motoring

camshafts:


Stage 1:


Stage 2:


1033M-H013 K20A JUN AUTO Camshaft Kit - Stage 1 $1320.00
1033M-H014 K20A JUN AUTO Camshaft Kit - Stage 2 $1782.00
1033M-H015 K20A JUN AUTO Camshaft Kit - Stage 2R - This kit comes with Type 2 Retainers. $1925.00

type 3: in 312/12.5mm ex 312/13mm
type 4: in 312/12.5mm ex 312/13mm

Stage 1 Kit - Includes JUN Camshafts and JUN Valve Springs.
Stage 2 Kit - Includes JUN Camshafts, JUN Valve Springs and JUN Titanium Retainers
Stage 2R Kit - Includes JUN Camshafts, JUN Valve Springs and type 2 JUN Retainers are Special Hardened Titanium Retainers - used for race purpose.

JUN AUTO Camshaft Kit - Stage 1 $1320.00
JUN AUTO Camshaft Kit - Stage 2 $1782.00
JUN AUTO Camshaft Kit - Stage 2R - This kit comes with Type 2 Retainers. $1925.00

prices vary because of dollar value.

The cam profile which influences the performance of a camshaft is the most important element in a camshaft design. At JUN, the software only for cam profile designs is used, and the automatic design by the computer is performed. In order to test the cam shaft designed on the desk, the engine bench system of JUN which has combustion pressure measurement equipment is used. This system can analyze the state in a combustion room for every crankshaft angles. Various profiles can be tested.

Even if it says a camshaft in a word, the profile form is various by the type of a car. Profile form is decided in consideration of the difference of valve motion method etc. (direct type, a locker arm type, strength of moving part, valve size, port and combustion room form). If depending on types of a car, a profile may be restricted by the wall in a head, lifter hole size, locker arm form, etc. At JUN, when developing a high camshaft, the detailed data for each type of a car is taken, development is furthered simultaneously with a valve spring and retainer, and the optimal profile is determined.

In order to manufacture a highly precise camshaft, it can be said that the cam grinder with a high performance is indispensable. In our company, the CNC master less grinder with high processing accuracy was introduced from the early stage, and the camshaft has been manufactured.
Since the camshaft grinder of our company can input the program data of a cam profile very finely, it can grind in the cam profile based on a design. The quality control is performed on the high standard like other products. The user is provided with the high product of quality.

You have to raise "filling efficiency", in order to obtain a high output. Being required of a cam is lengthening time which the valve's is opening. It is necessary to increase the amount of cam lifts in order to lengthen time which the valve is opening. The negative acceleration will become large if the amount of lifts is increased simply. The "jumping phenomenon" in which a valve separates from a cam, and the "bounce phenomenon" which is bounded when a valve contacts a valve sheet ring occur because when negative acceleration becomes large, the acceleration of a valve will exceed the acceleration of a cam. These phenomena not only spoil the performance of engine original but cause breakage of engine. The high camshaft must realize the conflicting element with which "extension of time which is opening the valve", and "reduction of negative acceleration".

JUN high camshaft took positive acceleration large , and the action time of negative acceleration is keep a long time by shortening positive action time. By doing so, when a valve moves from opening operation to closing operation, a valve can move as smooth operation and can prevent jumping. Since positive acceleration becomes large at the side of close, the valve just before closing is added the strong brakes by the cam. The bounce phenomenon is prevented. The time near the maximum lift can be kept for a long time by opening a valve in a short time. Therefore, the good valve motion of efficiency is possible. The simulation and an experiment of the valve motion system are conducted based on such design theories, and a profile is determined. Here is the true performance for which a high lift camshaft is asked.




* Made in Japan

**********************************************************************************************************************

Kelford Camshafts: http://www.8thcivic.com/forums/corsport/183152-kelford-camshafts.html





06+ Civic Si Kelford Stage 1 Camshafts

179-A camshafts are designed as a stage one upgrade for the popular Honda K20a/K20Z & K24A2 engines.

These camshafts offer moderate performance increase and are an easy fit because they only require the stock valve spring to be used.

The primary and Intermediate lobes are fractionally larger than the TSX and the main lobe features mor area for increased mid and top end performance.

Primary / Secondary lobe specifications are:
Int, 272/274 @ 0.1mm, 202/210 @ 1.00mm 7.55/8.30mm Valve lift
Exh, 272/276 @ 0.1mm, 202/212 @ 1.00mm, 7.55/7.55mm Valve lift

Dimensions:
Length: 0.00 inches - Width: 0.00 inches
Height: 0.00 inches - Weight: 5.50 kg

Suitable Engines:

K20A / K24A2 iVTEC

06+ Civic Si Kelford Stage 2 Camshafts

179-B camshafts are designed as a stage two racing camshaft set for the popular Honda K20a/K20Z & K24A2 engines.

These camshafts offer large power gains in high performance engine builds.

The 179-B makes the same power as our competitor's largest camshaft but we have better driveability, more valve to piston clearance and less 'tappet' noise.

We have seen 250whp in a K20 with superb driveability.

06+ Civic Si Kelford Stage 3 "Monster" Camshafts

PRODUCT DESCRIPTION

The ultimate high end HP racing camshafts for monster K Series engines.

Featuring Kelford's ultra smooth lobe designs for increased performance and reliability.

***Warning. These are not for street cars, they are for serious competition engines that have been built and tuned professionally.

From KingMotorsports:

Kelford's K series cams feature quiet ramp designs that are easy on valve train parts and timing chain systems. With their unique design, these cams offer excellent power without chain slap or other problems associated with steep ramp camshafts. Kelford offers performance and reliability from the most modern lobe designs in the industry.

Stage 1 179-A
These camshafts offer moderate performance increase and are an easy fit because they only require the stock valve spring to be used.
The primary and Intermediate lobes are fractionally larger than the TSX and the main lobe features more area for increased mid and top end performance.

Stage 2 179-B
These camshafts offer large power gains in high performance engine builds.
The 179-B makes the same power as our competitor's largest camshaft but we have better drivability, more valve to piston clearance and less 'tappet' noise.
We have seen 250whp in a K20 with superb drivability.

Stage 3 179-C
The ultimate high end HP racing camshafts for monster K Series engines.
Featuring Kelford's ultra smooth lobe designs for increased performance and reliability.
Warning. These are not for street cars, they are for serious competition engines that have been built and tuned professionally.

Stage Turbo 179-T1
Kelford Cams, turbo specific lobe designs feature asymmetrical valve motion to reduce the overlap area while retaining maximum area for improved cylinder fill (intake) and emptying (exhaust).
Low lobes specifically designed to reduce compressor surge and high lobes that promote massive power gains., A Kelford Turbo cam is a well thought out design to make your turbo'd K series drivable and efficient.

Each cam is listed with INTAKE lift/duration followed by EXHAUST lift/duration.

Stage 1 for mildly tuned - 302/12.2mm, 302/11.2mm [KF-179-A]
All Vehicles w/K20/K24 $ 690.00

Stage 2 for Mid-Level Motorsports - 306/13.5mm, 312/12.5mm [KF-179-B]
All Vehicles w/K20/K24 $ 690.00

Stage 3 racing for fully built race engines - 316/14.5mm, 324/13.5mm [KF-179-C]
All Vehicles w/K20/K24 $ 690.00

Turbo Application, low overlap high response - 292/12mm, 288/11.2mm [KF-179-T1]
All Vehicles w/K20/K24 $ 690.00





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Spoon Sports: http://www.spoonsports.us/ProductDetails.asp?ProductCode=14111-K20-G00



Cost: Intake-$685 Exhaust-$685

•High Camshaft Spec. (IN/ EX)
••
• Primary Secondary Mid
•K20A 32.62/ 32.43 32.44/ 32.26 35.53/ 34.66
•SPOON 32.71/ 32.54 32.49/ 32.33 35.88/ 34.94



• Action Angle Maximum Lift
•K20A 243/ 240 11.60/ 10.35
•Spoon 253/250 12.40/ 10.80

* Made in Japan

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Skunk2 K20A2 DOHC VTEC



Skunk2 leads the way in K-Series engine development. Skunk2 K20A2 camshafts are the direct result of our K-Series drag racing and road racing efforts. Tuner series cams for K engines feature Fast Ramp and Amax profile technology which allows us to significantly increase overall performance and unmatched response from idle to redline. These camshafts feature ultra high-strength hollow iron alloy camshaft cores and cutting edge profile design. In addition to all of our project cars and race vehicles, Skunk2 K camshafts are being used by top road racing and drag racing teams worldwide.

Skunk2 Tuner Series camshafts retain factory idle quality and low speed emissions and also significantly increase HP and TQ. When applicable, the VTEC crossover from primary to secondary is more dramatic for that classic VTEC surge. Many of the Skunk2 Tuner Series camshafts also feature Fast Ramp and Amax Technology which allow the engine to build more torque at lower rpms. Tuner Series camshaft profiles are less aggressive than our Pro-Series Camshafts and are designed to place more emphasis on idle quality and emissions. Tuner Series cams use the same high quality cores as our Pro-Series camshafts and are ground on the same CNC cam grinding machines equipped with CBN grinding wheels. Tuner Series camshafts are ideal for both daily street driven and racing engines.

The Skunk2 Advantage
SKUNK2 AMAX TECHNOLOGY
Profile designed to maximize area under the lift curve without compromising reliability and valvetrain stability. The Skunk2 profile has more duration than competitors at lifts above 1mm resulting in greater efficiency and power.

SKUNK2 FAST RAMP TECHNOLOGY
1. The same camshaft design technology used in F1. 2. Designed to reduce seat timing and build more torque 3. Carefully designed to not damage valvetrain parts 4. Allows engine to build additional cylinder pressure.
Skunk2 Cam Stages

From Tony Shagday of Skunk2:

I think the diagram may help some people understand a bit more about cams and how they work, and how 2 cam specs (lift and duration) don’t actually tell you a whole lot about a cam. Its tough for consumers when trying to pick out cams to choose one only based off of 2 specs because technically 2 cams can have the same specs, but be totally different. In the example below, both cams have the same duration and lift numbers, but you can clearly see that there is a whole lot more “in the middle” that goes on that shapes the cams lift and duration profile. The blue curve has a lot more area under the curve, which will increase power. This drawing is just a simple sketch to help easily illustrate this point. The diagram below the drawing should be able to do the same.



Diagram that Tony is referencing:



I’ve been reading in a few of the threads how people are frustrated about cam companies either not providing enough information, or providing information that isn’t comparable. For example, Duration can be a tricky spec to compare. Some companies, like American companies, use 0.004” as their Advertised Duration number. Then you have Japanese companies that use either 0.039” or 0.050” as their advertised duration number. Clearly you can see that a customer that might not know much about cams, and who thinks that large Advertised Duration numbers are good, might go and pick a cam not knowing where those advertised duration numbers were measured at. Also, large advertised duration numbers aren’t necessarily that good.

So, in an effort to ‘arm’ 8thcivic.com members with as much info as they can to make their decisions, we’ve decided to go a step beyond what other companies are listing and offer up a plethora of specs. We have lift in both mm and inches, and we also have duration at 0.004”, 0.039”, 0.050”, and 0.200”. Now, if you think about the example pic above, if you had more data points to help “shape” the profile, then the cam doesn’t just look like a triangle. I hope all of this makes sense.

More duration higher up in the lift of the cam is where it matters more. Having large duration numbers when the valve is barely lifted off the seat of the cylinder head doesn’t help. When the valve is fully open and the air can rush in, that’s where you want the larger duration to get more air in the cylinder.

We want to point out to customers that a company like Skunk2 has been around for quite some time now. We strongly feel that our customer service is, and can be superior to other companies. We have more racing experience and development experience as well. All our cams are developed in-house, unlike other companies that “farm out” their design work.

Stage 1: Street/Race cam designed for stock engines with bolt-on modifications. Also good for supercharged applications and aggressive turbo applications. Upgraded valvetrain recommended, but not required.



Stage 2: Street/Race cam designed for engine with free-flowing intake and exhaust tracts, increased compression, and upgraded valvetrain.



Stage 3: Fully built motor. Tuner K-Series Stage 3 cams and are capable of revving to 11,000 rpm.

Intake Lift Adv. [email protected]" @.050"
Primary .393" 233° 196°
VTEC .529" 288° 253°
Secondary .393" 233° 197°

Exhaust Lift Adv. [email protected]" @.050"
Primary .392" 233° 197°
VTEC .500" 291° 256°
Secondary .402" 233° 197°




Turbo 1: Street Turbo cam designed for lower boost, low rpm levels 5-10 psi. Ideal for basic street legal turbo kits.

Turbo 2: Street/Race Turbo cam designed for medium boost levels 10+ psi and slightly higher rpms. Ideal for custom turbo applications and supercharged applications.

390 bhp Skunk2 built K24A engines power projects Delta and Beta. These cars run the same profiles and use the same cores as our Tuner K-Series Stage 3 cams and are capable of revving to 11,000 rpm.

305-05-0220 K20A2 2.0L DOHC i-VTEC CAMSHAFTS - STAGE 1
305-05-0225 K20A2 2.0L DOHC i-VTEC CAMSHAFTS - STAGE 2
305-05-0230 K20A2 2.0L DOHC i-VTEC CAMSHAFTS - STAGE 3

Dyno Graphs: JDizzle37--Update: 6/27/09-

Ok, the moment you've all been waiting for! First off I would like to give massive kudo's to the crew at Church Automotive, specifically Shawn, Ryan and Dan (especially Dan since he tuned). The crew was cool and very skilled at what they do.

Here are the results (Red is baseline, cyan and purple are the final tune):

Torque and Horsepower


Torque and Air/Fuel Ratios


b.r.i.a.n: skunk2 stage 2 cams (version 3) btw

skunk2 stage 2 cams dyno - K20A.org .:. The K Series Source . Honda / Acura K20a k24a Engine Forum



Stock Cams Vs. Stage 1 Cams



Stage 1 Cams vs Stage 2 Cams



Ok, so prior to tuning, I needed a valve lash adjustment and Dan readjusted the valves. Come to find out, the valve lash was way off from the specifications given by Skunk2. After fixing that, I noticed the noise from the engine went down a little, but the engine revved faster as now the intake cams are producing a little more lift than before.

Dan first started tuning the low speed cam and we gained 7-9 lbs. of torque all over the board with peak torque hitting around 2,800 RPM's. After making making composite maps for the various cam angle's, he went to the high cam. Again, made some significant gains all over. We found a minor dip in power at around 6,300 RPM's but then picks up rapidly again. This seems to be a result of the camshaft design. Skunk2 uses fast ramp technology so they give good gains on low-to-mid range power, but just get a tad unstable in the high range. VTEC now engages at 5,700 RPM's and the transition is very smooth. I can't feel the "kick," but you sure as hell can hear it. Rev limiter has been bumped up to 8,600 RPM's as well.

Overall I'm very satisfied with the tune. I wasn't aiming to get crazy high numbers, but rather a smoother more usable power curve, and I got exactly that. My low and mid range torque is significantly higher and it really shows on the street. If I need to catch a light, I don't have to downshift anymore regardless of the gear I'm in. At highway speeds, flooring it in 6th gear gives a noticeable pull. Decelerating is smooth as butter as well. So final numbers are 229.6 HP and 155.3 TQ. I'm willing to bet once I hack out the vanes in the MAF housing (since I don't need them anymore) I'll get that 0.4 HP I need to bump it to an even 230 HP. :)

So now we all know what a street friendly setup with Skunk2 stage 1 cams and the Hondata FlashPro can do. Also note how good the Air/Fuel ratio's are as well. Once again, it's been a long journey but I'm very happy I stuck it out because the results were well worth it!

Threads: Hawjdude: http://www.8thcivic.com/forums/bolt-ons-all-motor/114501-finally-bc-stage-2-vids-pics-yea-you.html

JDizzle37: http://www.8thcivic.com/forums/bolt-ons-all-motor/134423-jdizzle37s-skunk2-tuner-series-stage-1-camshaft-report.html

Efi2nr: http://www.8thcivic.com/forums/bolt-ons-all-motor/117709-skunk2-s2-cams-kpro-part1.html

Leonard21: http://www.8thcivic.com/forums/bolt-ons-all-motor/170626-skunk2-cams-testing.html

MugenCivicSI: http://www.8thcivic.com/forums/bolt-ons-all-motor/175582-loss-lowend-skunk2-stage-2-cams-help.html

* Made Overseas

* Special thanks to Tony Shagday, Brand Manager of Skunk2!

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Toda: TODA RACING :: HONDA K SERIES :: CAMSHAFTS :: ENGINE :: weksos industries



TODA RACING Honda K20A Spec A3 Exhuast Cam
Part Number: TODA-14121-K20-03A
price: $480.00

TODA RACING Honda K20A Spec A3 Intake Cam
Part Number: TODA-14111-K20-03A
price: $520.00

TODA RACING Honda K20A Spec C Exhuast Cam
Part Number: TODA-14121-K20-02C
Req's VTC Killer campulleys, TODA pistons, Engine Mangement.
price: $480.00

TODA RACING Honda K20A Spec C Intake Cam
Part Number: TODA-14111-K20-00C
Req's VTC Killer campulleys, TODA pistons, Engine Mangement.
price: $520.00 Quantity

TODA RACING Honda K20A VTEC Killer EX Type 06
Part Number: TODA-14121-K20-006
VTEC Killer Camshaft: Exhaust 285/12.5mm
price: $630.00

TODA RACING Honda K20A VTEC Killer EX Type 11
Part Number: TODA-14121-K20-011
VTEC Killer Camshaft: Exhaust 290/12.5mm
price: $630.00

TODA RACING Honda K20A VTEC Killer EX Type 16
Part Number: TODA-14121-K20-016
VTEC Killer Camshaft: Exhaust 295/12.5mm
price: $630.00

TODA RACING Honda K20A VTEC Killer EX Type 20
Part Number: TODA-14121-K20-020
VTEC Killer Camshaft: Exhaust 300/12.5MM
price: $680.00

TODA RACING Honda K20A VTEC Killer EX Type 25
Part Number: TODA-14121-K20-025
VTEC Killer Camshaft: Exhaust 305/12.5MM
price: $680.00

TODA RACING Honda K20A VTEC Killer Hardware Kit
Part Number: TODA-15810-K20-000
Hardware Kit required for VTEC Killer Camshafts.
price: $530.00

TODA RACING Honda K20A VTEC Killer IN Type 06
Part Number: TODA-14111-K20-006
VTEC Killer Camshaft: Intake 295/13.0mm
price: $670.00

TODA RACING Honda K20A VTEC Killer IN Type 11
Part Number: TODA-14111-K20-011
VTEC Killer Camshaft: Intake 300/13.0mm
price: $670.00

TODA RACING Honda K20A VTEC Killer IN Type 16
Part Number: TODA-14111-K20-016
VTEC Killer Camshaft: Intake 305/13.0mm
price: $670.00

TODA RACING Honda K20A VTEC Killer IN Type 20
Part Number: TODA-14111-K20-020
VTEC Killer Camshaft: Intake 310/13.0MM
price: $720.00

TODA RACING Honda K20A VTEC Killer I:beer:
Part Number: TODA-14111-K20-025
VTEC Killer Camshaft: Intake 315/13.0MM

price: $720.00

* Made in Japan

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Toruku: Acura/Honda
TC K20 CAMS



Cost: $595

Street Cams
The Honda K20 is arguably the finest 4 cylinder production engine ever made. This marvel of engineering makes 100 hp per liter in stock configuration, and over 350 horsepower without the aid of superchargers or turbos. Toruku Cams is proud to announce our brand new proprietary cams for this wonderful motor. Designed to be street able with good idle and drive ability, we also looked at using the factory components where possible to keep costs down without sacrificing performance.

Our cams are a true drop in solution, requiring no additional valve train parts to add to your costs. Simply replace your factory cam shafts with these units and get ready for the power of Toruku! Expect to see 15-20 whp and 15pound feet of torque gains when used with supporting modifications. Our cams are made from chilled cast blanks, and ground by us.

These cams have been tested in the highest forms of motor sports in the US, and have been designed using the best cam design software in the world. Toruku cams are perfect for the stock engine customer looking for the maximum bang for your buck without going to a full race profile. Dyno results using a stock engine K20 with intake, header, exhaust and K-Pro made 232 whp and 169 pound feet of torque on a Dynojet 248C model.

These camshafts are designed to enhance the low end torque performance of the engine, while giving the top end a noticeable gain in horsepower. These cams make on average 15 whp and 15 pound feet of torque over the factory cams and do require ecu tuning to maximize their performance.

Installation is difficult and should be done by a professional. Idle is similar to stock. We recommend using a K-Pro for maximizing your performance gains with these bump sticks. These cams are designed to use the factory valve train, and do not require any additional parts to install. They are made from chilled cast blanks, custom ground to our unique profile. These are not copies of any other cam on the market, but instead a well researched and developed proprietary design. Price is for a pair, and these cams require no aftermarket springs or retainers!

Here is the full spec sheet on Toruku Street Cam Profile:
Intake: ADV 285
Intake Low Speed Lobe: Duration 202° @ .050 in (8.6mm lift)
Intake High Speed Lobe: Duration 250° @ .050 in (12.5mm lift)

Exhaust: ADV 285
Exhaust Low Speed Lobe: Duration 202° @ .050 in (8.6mm lift)
Exhaust High Speed Lobe: Duration 250° @ .050 in (12.5mm lift)

Road Race Cams:

Toruku Cams Road Race cams are designed for high horsepower applications, while still giving the customer the flexibility to be used in a daily driver. These cam shafts have been extensively tested on various road courses around the United States and have been pruven to be a winning combination. These cams are best suited for a K20/K24 with a 12:1 compression or higher with full bolt on modifications supporting the motor build. These cams will still idle for street use, and have a nice power band allowing them to shine on both the street and track. These cams are made from chilled cast cores, and have our proprietary reverse rotational design process. The specifications of our Road Race Cams are as follows:

Intake: ADV 300
Intake Low Speed Lobe: Duration 202° @ .050 in (8.6mm lift)
Intake High Speed Lobe: Duration 266° @ .050 in (12.7mm lift)

Exhaust: ADV 300
Exhaust Low Speed Lobe: Duration 202° @ .050 in (8.6mm lift)
Exhaust High Speed Lobe: Duration 266° @ .050 in (12.7mm lift)

Drag Race Cams:

Toruku is proud to announce a new addition to our popular K20 cam shafts. Our Drag Race cams are designed for high horsepower applications, and are not intended for street vehicles. The cams are meant for off road use only, and should only be purchased by customers who understand that these cams will not idle well, they will be loud and mean! These cams are best suited for a K20/K24 with a 13:1 compression or higher, fully ported head flowing 350 CFM+, with full bolt on modifications supporting the motor build. These cams are built from steel Billet 8620 cores and are therefore able to take the abuse of the extreme racing enviroments they will encounter. The Drag Race cams still utilize all lobes, and keep the VTC in place for best results.The specifications of our Drag Race Cams are as follows:

Intake: TBA
Intake Low Speed Lobe: TBA
Intake High Speed Lobe: TBA

Exhaust: TBA
Exhaust Low Speed Lobe: TBA
Exhaust High Speed Lobe: TBA

From Vietfella:

Here is a dyno of the toruku cams after being tuned on Flashpro.

dotted red line: MAP cailbration with k&n with rh and catback.
solid red line: full MAP calibration by Jei at Blacktrax

The cams seemed to make more power at 30 degrees than 40 degrees or 50 degrees.

Note: it seems that dynapacks and dynojets are pretty comparable. since i got my car dyno'ed on the dynojet at DSR which showed a SAE base of 193 before cams and about 200 after cams. Uncorrected on Dynojet of 199 to 207.

But the blacktrax base tune with hondata flashpro base showed 194 and after cam tune i made 201 but with perfect AFRs




Threads: http://www.8thcivic.com/forums/bolt-ons-all-motor/162866-help-cam-install-problem.html

* Possibly made in US

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TSX 04-05 Acura TSX Parts - Genuine Acura Parts - www.acurapartsoem.com

Cost: Intake-$342.42 Exhaust-$357.62

The TSX has large primary (low lift lobes) on both the intake and exhaust. These lobes are larger than the RSX-S or ITR. This contributes to good low-end torque. The TSX exhaust camshaft also has a larger secondary lobe than the RSX-S or ITR. This makes the TSX exhaust cam a good candidate for a swap into a naturally aspirated K20A2 engine where stock Honda parts are required - such as in certain Honda race series. The secondary lobe on the intake, however, is smaller than its RSX-S cousin. Tuning the TSX





Threads: http://www.8thcivic.com/forums/bolt-ons-all-motor/83488-tsx-cams-installed.html
Habenero_R3d: http://www.8thcivic.com/forums/bolt-ons-all-motor/95820-tsx-cams-3.html
Silverspoon1996: http://www.8thcivic.com/forums/bolt-ons-all-motor/83488-tsx-cams-installed.html
http://www.8thcivic.com/forums/bolt-ons-all-motor/82534-just-got-off-phone-doug-hondata.html

* Made in Japan

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TSX '06: 06 TSX tech

If you are going to build a K series engine, the best parts to start with are those from the 06 TSX.

The 06 TSX has the following improvements:

Increased intake flow:

Intake valve + 1 mm oversize
Intake cam High lift lobe with 0.9 mm more lift and 12 degrees more duration
Throttle body increased from 60-64mm
Radius on some intake pipes increased from 70-80mm
Increased exhaust flow

Exhaust Head pipe increased frm 60-65mm
Higher flow catalytic converter
Main (single) exhaust pipe increased from 54-57mm
Rear (twin) pipes increased in diameter from 42.5 to 45mm
Block improvements:

Additional air passages in crankcase for reduced pumping losses
Other

Stronger conrods
New crankshaft with more counterbalance weight
Revised pistons with more valve-piston clearance
Cams:

The exhaust cam is bigger on the primaries and secondary lobes than any other Honda made K series cam. The intake has larger primary lobes than any other K series Honda cam and a type R secondary lobe. If you have to use Honda cams, use 06 TSX cams.

04 TSX and 06 TSX comparison

This compares a stock 06 MT TSX with a stock 04 MT TSX. Both cars had less than 1000 miles at the time of the dyno. As you can see differences are mainly at the top end on the high cam. On the high cam, the 06 generates about 15HP more



Lets compare an 06 MT TSX with reflash to an 04 TSX with reflash, intake and header.

- Blue line 06 TSX with reflash

- Yellow line 04 TSX with reflash, intake and header

As you can see the 06 just with the reflash is equivalent to 04 + header + intake. Thus an intake and header on the 06 will put it much further ahead of the 04 TSX. See above for an 06 MT TSX with intake.



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Civic Type R/JDM DC5
JDM Integra DC5 Type R Camshaft: RSX/CIVIC SI 02 (INTAKE)







JDM Honda (Japan Version) Integra Type-R (DC5) Camshaft (INTAKE) For Acura RSX & Honda Civic Si 02 & Up with K20 Engine. This is the Honda O.E. Type-R Camshaft from the newest Japan version Integra


* Made in Japan
**********************************************************************************************************************

Site threads on camshafts:
1. http://www.8thcivic.com/forums/bolt-ons-all-motor/157660-input-my-cam-build.html

2. ***OFFICIAL RESULTS IPS K2s VS Skunk2 STAGE 2s*** - K20A.org .:. The K Series Source . Honda / Acura K20a k24a Engine Forum

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Great cam installation thread: K-Series.com - The Honda and Acura K Motor Magazine

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Excellent Honda K-Seres book which has many cam tests with graphs: SA Design Books: Building Honda K-Series Engine Performance - JEGS

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Video of Spoon Type R revving to 10,000 + rpm:




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Kudos to those who have helped out: :kisssmiley:
1. DevilDoc87
2. Go-pwer
3. michinsi
4. megrog2

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Cam vs. Cam threads:

1. Go-Power vs. Skunk2 Stage2: http://www.8thcivic.com/forums/cams-internals/190301-gopower-cams-vs-skunk2-stage2-cams.html

2. IPS vs. Blueprint: http://www.8thcivic.com/forums/cams-internals/189236-ips-blueprint.html

3. IPS vs. Skunk2 Stage2: http://www.8thcivic.com/forums/cams-internals/180435-ips-k2-vs-skunk2-stage-2-tuner-series-cams.html

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·
Banned
Joined
·
1,768 Posts
This is a great idea, I was wondering when you were gonna make something like this. Is regurgitated information welcome? I dont know first hand about cams, however I would love to learn, and I can do a few searches..


email these guys for Hytech Cams stage I,II,III info Hy Tech Exhaust----The Leader in Race Exhaust Technology


Found this:

Honda's New Civic Si Goes Old School And Nets 260 whpIt's hard to believe that the Civic Si has been on the streets for almost two years. Though the K20Z3 isn't a great deal different than the A2 or Z1 K20s that came before it, there are some improvements and twists that have kept us from getting our hands on significantly tuned-up Si's.
Maybe the biggest stumbling block is that Honda has switched engine management in a big way. There is now a mass airflow sensor on the K20Z3. In the past, Honda had always used speed density for computing airflow, but ever-tightening emissions standards forced Honda to make the switch.
According to Doug McMillan of Hondata, "The primary sensor for deciding the amount of fuel is now the mass airflow sensor. At part throttle and low engine speeds, it's highly accurate at measuring the actual grams per minute of airflow into the engine. And yes, you're right, it was probably done for emissions reasons. Many other companies already use mass airflow."
What that means to us tuners is that an ECU from an RSX modified by Hondata and called K-Pro, won't work in a '06 and up Civic Si. That makes it a bit harder to just throw parts at it and get good results, but that didn't stop car owner James Norman from trying.
James had worked with HyTech Exhaust in Irvine, Calif., previously and also had a hookup with Supertech, so off the car went to HyTech Exhaust. John Grudynski, the owner there, quickly removed the engine and tore it all down.
First up was the installation of the Eagle connecting rods. Attached to the rods is a set of Supertech 12:1 forged pistons that were hand-finished by HyTech to remove the sharp contours of the pistons dome. This helps with the flame travel across the dome and with cylinder filling. This compression ratio meant James would have to run some higher octane gas like half 100, half 91 octane, but he was cool with it.
The head was shipped off to Endyn for some clean up and a simple valve job. When the head returned, it was filled with a complete Supertech valvetrain. Only the early '02 RSX Type-S and the ITR have dual valvesprings, so to get a 9,000rpm limit moving Supertech dual springs with titanium retainers was a requirement. Standard size valves were also installed.
The head was finally ready for a pair of HyTech's Spec 1 cams. Initially, the Spec 2 cams were installed but after checking the clearances, Grudynski found the Spec 2's duration combined with the iVTEC cam timing he wanted to use in the midrange would cause a cam-piston collision because there was not enough valve relief in the prototype Supertech pistons (production pistons will have deeper reliefs). When building a piston-cam setup for the first time, this is a critical step and can't be skipped or you'll truly pay for it. A step back to the Spec 1 cams (which are meant for stock valve reliefs) and all was clear.
So now the head was complete with the Supertech/Hytech combo and with the new rods and pistons, things were looking good for the block. But James wasn't going to quarter-mile the car primarily, he was going to road race and high-speed race it-specifically the Silver State Classic. The SSC is a top speed run held in Nevada twice a year. It's essentially a one state Cannonball Run.
The ITR spec racing class in Japan has already proved that it's fairly easy to oil starve a K20 under high G loads. To help, some guys use an Accusump, others put in an S2000 oil pump and others a dry sump system. But for over a year now, HyTech has been supplying the oil pans for the Grand Am Cup cars. HyTech's special oil pan baffle setup, combined with a modified pump, keeps oil all over these engines.
Since the new K20Z3 engine has balance shafts, a good deal of space needed for baffles is already occupied. To get it to all fit, Grudynski cuts down the block girdle section where the oil pump bolts down and also takes some material off the oil pump from a K20A2 or Z1, planting it on the Z3 engine. You can't use the Z3 oil pump with these modifications.
With all the mods complete, Grudynski put the engine back in the Si and went to work on attaching one of his handmade custom headers. This is HyTech's claim to fame. Made from stainless steel and his patented reversion chambers, HyTech headers are like no other on the market. To complete the exhaust is a full 3-inch setup, including a twin-loop style muffler that actually quiets things with hardly any restriction.
The final part of the hardware puzzle is the intake manifold, which is the stock unit with an added twist. A '06 TSX 64mm throttle body was bolted on in place of the 60mm stock unit. Since they're both drive-by-wire, it was simple a matter of opening up the RBC intake just a bit.
Obviously all this old school hardware is incomplete without a trip to the dyno and the IT department. As part of the Spec product packages (typically header, exhaust, cams and intake), HyTech has created reflashes for the stock ECU. They're custom tailored to HyTech's products and only available through HyTech.
On the Dynapack at Church Automotive in Wilmington, Calif., this re-flash enabled James' Si to put down an incredible 260 whp in third gear. The Si proved to be a slightly underrated 197 hp and a baseline of a completely stock unit on the same dyno showed 193 whp. That means this HyTech combo gained an amazing 67 whp. Definitely power you can feel on the road
All that added power certainly didn't come cheap and the car is no longer emissions legal, but in an already lightened race car, the Silver State Classic will go by even faster.
Cams - $900
Springs/Retainers - $400
Header - $1,300
Exhaust - $1,150
Pistons - $600
Rods - $400
 

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Discussion Starter #3
Josh, even if it is regurgitated, link us or copy something. Yes, I would even appreciate help on searches.
 

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I may be on the late bus with this information (forgive me if i am!) but it seems (to me) that there's some mystery surrounding the '06 TSX camshafts (at least from what I've gathered). We know the exhaust cam is the one to get, but whatabout the intake cam??

Well, I scored a brand new set of '06 TSX cams recently (thanks to d5civic!) and have access to a brand new set of DC5-R cams. So i took it upon myself to shoot comparison pics of both cam sets. I did this same thing for B-series engines a few years ago.

First thing I looked for was any markings, numbers, anything at all, that would make either cam set stand apart from each other. What urks me is that I'm not sure what 02-04 & 05-06 Type-S markings may share or have on their own in contrast to these 2 cam sets. Although I believe the 05-06 Type-S use DC5-R cams now if I'm not mistaken.

So here's what I found.
I'll let the pictures do the talking.









I'm not sure if the "Rx" numbers are a definite way of telling K-series OEM cams apart. I need to get my hands on Type-S cams and 04-05 TSX cams to be reassured.

Now right off the bat, when eye balled the lobes, there was signifigant differences with the primary & secondary lobes on both intake and exhaust bump sticks... (I might have my primaries & secondaries mixed up, but you get the idea).










So that's it for now!
I plan to use both TSX cams in my K20R w/RBC manifold and do a baseline dyno run as well as a tuned run. -end quote

I am pretty sure we can run the 06 TSX cams, and since they are so identical, what about the dc5?
 

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Brian Crower Stage 3 Cams



Acura rsx - STAGE 3 Normally Aspirated ( K20A2/K20A/K24A2/K20Z3)
BC0043 $574.43


Brian Crower Stage 3 Cams
Brian Crower Stage 3 Cams are a step more aggressive than their stage 2 cams, with a longer duration, and larger lift. These cams require upgraded valvesprings and retainers in most applications. In most applications, the stage 3 cam is designed for a built engine with full tuning capabilities. The stage 3 offers a higher rpm potential by shifting the powerband up. Combined with the upgraded valvesprings and retainers, your effective rpm powerband is how higher, and the engine will continue to make power up top instead of falling off.

Please take notice of the product notes section for each application as some require special attention and/or valve spring and retainer kits.
 

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Brian Crower Stage 2 Cams


Brian Crower Stage 2 Cams
Brian Crower Stage 2 Camshafts are a straight drop in cam replacement with a more aggresive Lift and Duration to get more power out of your engine.

This cams' slight lope at idle, make them a great all around cam choice for daily driven cars. Many applications do not require upgraded valve springs and retainers, please take notice of the notes section.

Price is per pair



Honda Civic - STAGE 2 Normally Aspirated ( K20A2/K20A/K24A2/K20Z3) Si
BC0042 $574.43
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Honda Civic 02+ STAGE 2 Boost ( K20A2/K20A/K24A2/K20Z3) Si
BC0041 $574.43
 

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Like the others have said needed to be added to the list.

Toda
Crower
Toruku
GO Power
Hytech
Bisimoto - does not do much K stuff but a fantastic guy and very intelligent

There are others out there but are somewhat hard to get ahold of.

NitrousG35 I can send you a spreadsheet with the different stages and general info on most of the cams stated
 

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Wouldn't it be prudent to add requirements to the different Stages? Like reinforcements, beefier pistons, valve jobs, etc.?
 

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Discussion Starter #20
Josh and Jeff, thanks for helping out with what you have given me. I will probably use this thread for feedback and start a new one when everything is compiled.

iomatic, I think the thread should be limited to camshaft manufacturers, profiles, cost and feedback. Most of the guys will be keeping a stock motor and probably run stage 1 or 2 cams. Obviously, if people intend to run a stage 3 cam, they will need to beef up the bottom end. We should probably have a separate thread for engine builds. I need some of the engine mavens to help out with that such as rods, pistons, headwork, crank prep, bearings, oil pumps and pans, etc.

As for Go-pwr advertising, it is fine to list his cams along with the other. At this point, nobody is advertising, only pointing out what is available. I have no problem having him explain how cams work nor even mentioning facts about his cams. I am also looking for feedback from people who have run a certain cam such as bb burst and his IPS cams, or Hawjdude and Skunk2 Stage 1 etc.
 
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