On the dyno the Peak Performance camshafts kicked serious butt. Our last dyno run with the stock camshafts generated 155.2-peak hp. The Peak Performance Stage Two camshafts registered 168.8-peak hp, which is an increase of 13.6 hp.

Also, the stock cams would quickly run out of breath by 8000 rpm. The Peak cams pulled all the way to 9200 rpm. At 8000 rpm there was a difference of 20-plus hp with the Peak cams over stock. Hearing the B16A sing at 9000 rpm is quite addicting but also scary at the same time.

Our next bolt-on was manufacturing a test pipe for dyno purposes. Since the original stock exhaust manifold was attached to a gutted catalytic converter we wanted to see the difference in power between a high-flow cat and a test pipe. Once the test pipe was fitted it was back on the dyno. The exhaust definitely got louder since there was less restriction. The test pipe registered 171.0 hp, an increase of 2.2-peak hp but at 6500 rpm we witnessed an increase of 7.7 hp. Throughout the powerband the test pipe generated about 3 to 4 hp more than the high-flow cat.

Our last modification this month was the Peak Performance intake manifold. The cast-aluminum intake manifold is similar to the Integra Type-R with the exception of a much larger plenum and runners. Our guess was that the Peak Performance manifold would generate power up top but lose in the mid-range due to the loss of air velocity from the larger plenum and runners.

Our theory was somewhat correct. On the dyno the Peak Performance manifold soared from 8000 to redline but lost some from 7000 to 8000 rpm. We were positive the manifold would lose more power below 6000 rpm but it didn't.

Now redline on the engine is in the neighborhood of 9400 rpm. Yes, the block is stock! At 9000 rpm the manifold showed an increase of 16.6 hp. Now peak power checks in at 177.0 hp, 6.0 hp more than the stock manifold.

All in a days work-three bolt-ons and 21.8 hp...on a B16A engine that has loggedmore than 80,000 miles at that. We are now producing more than 110 hp per liter to the wheels. The engine is producing roughly 195 hp at the flywheel, estimating a 10 percent loss through the drivetrain.

For our next installment we'll be doing a port and polish job fon the cylinder head for better flow. With the proper cylinder head tricks our buzzin' bumble bee Integra could very well break into the 190-hp barrier. Until next time, see you at 9000 rpm.

SOURCE
XS Engineering
13841 West Street
Garden Grove
CA  92843
714-881-3401
www.xs-engineering.com
Gruppe-S
20521 Teresita Way
Lake Forest
CA  92630
949-457-1234
www.gruppe-s.com