Honda B18C-Series - Unleash The Power

Stock - [210/220 WHP, Dynojet/Dynapack]
Stage 1 [220/230 WHP]
Intercooler [Used Evo X FMIC
and piping]
Exhaust [RRE Axle-back system]
Blow-off Valve [Used Evo X/Evo IX ]
Stage 2 [250-270 WHP]
Tuning [RRE ECU Flash]

Stage 3 [320+ WHP]
Turbo Upgrade [Used Evo X Turbo]
Exhaust Manifold [Used Evo X unit]
Extra Credit
Stock and Upgrade parts that directly or with minor mods swap from the Evo X to the Ralliart Catalytic Converter and Downpipe
Intercooler and Piping Cams
Turbo (complete assembly inc. exhaust manifold and various hardware)
Twin Clutch Upgrades
Mismatched, un-swappable stock and upgrade parts
Intakes
Cat-Back Exhaust Systems
Source
Road Race Engineering (RRE)
roadraceengineering.com
562.777.8423

Mitsubishi 4G63
Mitsubishi has delivered a very solid platform for power. The 4G63 has a very resilient ECU that is profoundly capable of controlling practically any combo we want to throw at it. The cylinder head flows very well, the pistons are tough forged pieces and high compression, and the crankshaft is virtually indestructible and doesn't become an issue until well over 900 whp.

The main weakness of the Evo 4G63 is the connecting rods. The rod bolts don't handle much more than 400 lbs-ft of torque at the wheels (around 460-470 at the crank) continuously. The only other thing that can cause worry is the balance shaft if left unmaintained. The belt that drives the balance shaft is small and fragile and if it breaks the result is total engine failure. Eliminating the shaft means we might have a little more vibration but in the long run it prevents unwanted problems.

The 4G63 camshafts are rather small in Evo VIII applications but improved in the Evo IX - still, an upgrade will definitely better realize the cylinder head's potential. In the end, the 4G63 is a high-rev loving, boost-addicted engine that is knock resistant, even on low-octane fuel. We've pushed the stock engine to 575 whp at 29 psi on 92-octane and it easily withstood this level for a period of 10,000 miles. The Evo/DSM drivetrain really only loses somewhere between 65 to 70 horsepower in the transition from crankshaft to wheels. That's more pay-off on the road for the enthusiast. - Aaron O'Neal, English Racing

Stock [240 - 245 WHP Evo VIII / 260 - 265 WHP Evo IX]
Stage 1 [350-365 WHP]
Turbo [Stock to GT3586]
Exhaust Turbo-back 3-inch [Extreme Turbo Systems (ETS)] [Buschur Racing] [AMS]
Intercooler [ETS FMIC upgrade 3 or 4-inch]
O2 Housing [TiTek]
Intake pipe kit [ETS] [AEM] [Buschur Racing]
Lower intercooler pipe [ETS LP2]
Camshafts [GSC Motorsports S2 274/274]
Valvesprings [GSC Motorsports beehive]
Fuel pump [Walbro 255 lph]
Rod bolts [ARP 400+ WHP]
Head studs [ARP 400+ WHP]
Tuning [English Racing ECU Flash]
Stage 2 [600+ WHP] adds
Turbo [Forced Performance (FP) Red to FP T04Z]
Pistons 9:1 [Manley] [Wiseco]
Rods [GSC] [Eagle]
Intake Manifold [Magnus Motorsports Cast]
Head [English Racing port and polish]
Valves [Supertech oversize]
Valvesprings [Kiggly Racing 8,600+ rpm]
Retainers [titanium]
Stage 2 Torque Special adds
2.3-liter stroker kit
or
2.4-liter 'Big Block'
4G64 block, 4G63 head
Stage 3 [700+ WHP]
Rods [Aluminum R&R Racing Products]
Rod Length [ranging from 150mm to 162mm]
Displacement [ranging from 2.0 to 2.2-liters]
Block [Solid filled in 900+ WHP race motors only]
Tuning [AEM EMS]
Source
English Racing
englishracing.net
360.210.7484