Jag! The Ghostly fleet thread
Re: Reliable Honda Engine: a project thread
I admit this won't be to everyone's taste, but I'm no Stuboy.
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- Hooli
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Re: Reliable Honda Engine: a project thread
It's yours do what you want. I just remember running two cars on a budget & neither of them ever being right.
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Re: Reliable Honda Engine: a project thread
The Volvo has been fine for a long time! The Civic hopefully will be soon.
Today was productive. We started by getting the engine out of the back of the 850.
The Civic looks on:
It's actually a really clean engine, and ostensibly has been well cared for: the intake and exhaust bores aren't clagged up, the spark plugs are new looking NGKs, there is a clean Blue Print oil filter with a recent date stamp, and best of all it's wearing a Gates cambelt that looks to be a replacement, so there's no imminent need to change that, and the engine can drop straight into the Civic.
all the dirt is just oil I'll be cleaning off.
Around this time our neighbour that had previously offered to help us lift the engine arrived, and informed us he had a friend with an engine crane, and would we like to borrow it? He was only a few minutes up the road.
A little while later:
and all tidied into one corner, in place ready to go.
Finally, an important piece of the puzzle arrived today.
For those of you that don't know, VTEC is a hydraulic variable profile cam system. At a certain RPM, a solenoid opens an oilway in the head, engaging some hydraulic lifters that switch to the more aggressive cam profile.
This would usually be done through the ECU but as I'm not using the throttle body, injection setup, ECU or any engine management/electronics whatsoever, the solenoid can't actuate and the car would stay on the standard cam all the time.
The Buddy Club V-CON is, by design, used to change the RPM threshold for VTEC solenoid actuation on the fly. However the way it works overrides any standard engine management functions, which means it doesn't actually require the ECU or engine management to function: which passively allows carburetted VTEC systems to function, with custom VTEC actuation threshold too. The box only has five wires: 12v, two grounds, rpm signal from the distributor or rev counter, and the solenoid actuator. Easy peasy.
Today was productive. We started by getting the engine out of the back of the 850.
The Civic looks on:
It's actually a really clean engine, and ostensibly has been well cared for: the intake and exhaust bores aren't clagged up, the spark plugs are new looking NGKs, there is a clean Blue Print oil filter with a recent date stamp, and best of all it's wearing a Gates cambelt that looks to be a replacement, so there's no imminent need to change that, and the engine can drop straight into the Civic.
all the dirt is just oil I'll be cleaning off.
Around this time our neighbour that had previously offered to help us lift the engine arrived, and informed us he had a friend with an engine crane, and would we like to borrow it? He was only a few minutes up the road.
A little while later:
and all tidied into one corner, in place ready to go.
Finally, an important piece of the puzzle arrived today.
For those of you that don't know, VTEC is a hydraulic variable profile cam system. At a certain RPM, a solenoid opens an oilway in the head, engaging some hydraulic lifters that switch to the more aggressive cam profile.
This would usually be done through the ECU but as I'm not using the throttle body, injection setup, ECU or any engine management/electronics whatsoever, the solenoid can't actuate and the car would stay on the standard cam all the time.
The Buddy Club V-CON is, by design, used to change the RPM threshold for VTEC solenoid actuation on the fly. However the way it works overrides any standard engine management functions, which means it doesn't actually require the ECU or engine management to function: which passively allows carburetted VTEC systems to function, with custom VTEC actuation threshold too. The box only has five wires: 12v, two grounds, rpm signal from the distributor or rev counter, and the solenoid actuator. Easy peasy.
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- Junkman
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Re: Reliable Honda Engine: a project thread
It is to nobody's taste who has taste, trust me on that.
Supply Chain Disruption
1957 DKW 3=6 Sonderklasse
1967 Renault 16 GL
1983 Renault 4 TL
2001 Mercedes E240
2002 Datsun Dice
1957 DKW 3=6 Sonderklasse
1967 Renault 16 GL
1983 Renault 4 TL
2001 Mercedes E240
2002 Datsun Dice
- Conrad D. Conelrad
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- Hooli
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Re: Reliable Honda Engine: a project thread
How are you going to deal with the differing mixture requirements on & off VTEC yo? Either you'll be rich as hell bottom end or lean as fook top end, I know which I'd prefer but neither will make for a nice running engine.ghosty wrote: ↑Sat Apr 27, 2019 7:11 pm For those of you that don't know, VTEC is a hydraulic variable profile cam system. At a certain RPM, a solenoid opens an oilway in the head, engaging some hydraulic lifters that switch to the more aggressive cam profile.
This would usually be done through the ECU but as I'm not using the throttle body, injection setup, ECU or any engine management/electronics whatsoever, the solenoid can't actuate and the car would stay on the standard cam all the time.
The Buddy Club V-CON is, by design, used to change the RPM threshold for VTEC solenoid actuation on the fly. However the way it works overrides any standard engine management functions, which means it doesn't actually require the ECU or engine management to function: which passively allows carburetted VTEC systems to function, with custom VTEC actuation threshold too. The box only has five wires: 12v, two grounds, rpm signal from the distributor or rev counter, and the solenoid actuator. Easy peasy.
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- Junkman
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Re: Reliable Honda Engine: a project thread
Besides, that steering wheel is pure shit.
Supply Chain Disruption
1957 DKW 3=6 Sonderklasse
1967 Renault 16 GL
1983 Renault 4 TL
2001 Mercedes E240
2002 Datsun Dice
1957 DKW 3=6 Sonderklasse
1967 Renault 16 GL
1983 Renault 4 TL
2001 Mercedes E240
2002 Datsun Dice
- John F
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Re: Reliable Honda Engine: a project thread
'Er...' indeed.
https://haynes.com/en-us/tips-tutorials ... o-your-car
I can't see an easy way of persuading your old-fashioned carburettor to do all the work of a modern EFI system, Max.
You should be able to get it running OK on one set of cam profiles, but as I understand it your only option for setting the mixture comes from changing idle & main jets in the carb. I'm no expert on carbs though, I barely touch the things nowadays.
https://haynes.com/en-us/tips-tutorials ... o-your-car
I can't see an easy way of persuading your old-fashioned carburettor to do all the work of a modern EFI system, Max.
You should be able to get it running OK on one set of cam profiles, but as I understand it your only option for setting the mixture comes from changing idle & main jets in the carb. I'm no expert on carbs though, I barely touch the things nowadays.
On the road:
1998 Disco 4.0 V8 (manual)
1994 Vauxhall Calibra 3.0 V6
Running but need fettling:
1986 Honda CBX750F
1991 Maserati 222 SE
1990 Yamaha XJ900F
Tax & MOT-exempt, woohoo!
1982 Suzuki GSX1100SZ Katana
1998 Disco 4.0 V8 (manual)
1994 Vauxhall Calibra 3.0 V6
Running but need fettling:
1986 Honda CBX750F
1991 Maserati 222 SE
1990 Yamaha XJ900F
Tax & MOT-exempt, woohoo!
1982 Suzuki GSX1100SZ Katana
- Junkman
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Re: Reliable Honda Engine: a project thread
But that shit steering wheel.
It ruins everything.
It ruins everything.
Supply Chain Disruption
1957 DKW 3=6 Sonderklasse
1967 Renault 16 GL
1983 Renault 4 TL
2001 Mercedes E240
2002 Datsun Dice
1957 DKW 3=6 Sonderklasse
1967 Renault 16 GL
1983 Renault 4 TL
2001 Mercedes E240
2002 Datsun Dice