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Message: <blockquote data-quote="shiroitenshi" data-source="post: 1063333516" data-attributes="member: 27518">You can't increase torque on small CC, what you can do is increase the horsepower. B18cs are not really suited for extreme high rpm due to the sideloading they incur because of their rod stroke ratio. It is doable, but the engine won't last long.. so don't expect the 100,000km to be your next overhaul.. it will be less.. depending on how many times you hit 10Krpm. So if only occasional, why not?That's why B16B is a high revving monster.. with 1.84 r/s ratio, it does 10K rpm like b16A doing 9Krpm.. can last quite a long time.The main problem with pushing 10K is clearances. If you open up the stock B18c engine, you notice the piston sits about 1mm from the top of deck, so clearance should be enough.. but at high rpms, strange things start to happen... the 138mm rods start to become closer to 139mm.. and suddenly all the clearances measured earlier becomes not enough.That's why opt for custom rods and pistons, usually push the compression height to the most minimum so can stuff in longer rods. They also less likely to stretch under high rpm.Last part is the most important part.. The cams.. The tuner simply sets the fuelling and the ignition based on the hp they can get on the dyno.., so if not enough air going in the engine at high rpm, why would they want to add more fuel?I think people think cams are power makers because most high hp cars use it, but for vtec, even the stock cams (the vtec lobe) are quite high if you start comparing it to mitsus, toyota, etc, so everyone want to use without knowing what it's actually for.High rpm, the problem with engine breathing appears, resulting in torque loss. So to compensate that, we have to open the intake and exhaust valves longer by using higher duration cams. The thing with doing this is that it also reduces compression of the engine (dynamic compression, not static compression). That's why the higher duration cams require higher compression.. the cams will make the actual compression (dynamic compression) lower than it's static compression.So if a guy was playing with a B16A, what he would start to do with an adjustable cam pulley is open it by +1 intake -1 exhaust (increasing overlap by +2) and he would see that the torque loss is minimal even after 7.5K. (do note that you have to center the cams on true TDC before playing with the cam pulleys, you forget to do this, I won't take responsibility of you damaging your engine)If you already got the upgraded valvesprings to rev up to 9K, you should be able to break 170whp, even on standard B16A cams :PDo note that revving up to 9K requires that you tune the car... non rev cut ecus sometimes just use the same fuelling from 8K rpm straight to 9K, so at 9K, the engine runs lean.</blockquote>

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