Notes
Worth acknowledging is that gains in the higher rpm range were made without sacrificing low-end power-an exceptional feat for this application. Using the K-Manager software and the factory wideband, we could quickly see the A/F ratio had become lean in the areas where the most power was being made. We increased fueling in these areas to prevent knock and high engine temps, which, if not corrected, could eventually cause damage to the combustion chambers.
Pros
The Brian Crower (BC) cams produced some desperately needed low-end torque and respectable horsepower gains up top, nicely complementing the previous mods. Even though we needed to engage VTEC a bit later than with the stockers, our RSX still pulled nicely from 4,000 onward. Overall, these cams performed great and didn't produce any drivability issues common when switching to a more aggressive cam.
Cons
The installation of camshafts can be difficult and time consuming, requiring an advanced understanding of the K-series engine. Although the cams themselves are competitively priced, they require the use of BC's Valve Spring and Retainer kit (part# BC0040) when upgrading from a stock motor.
Parts
Camshafts, titanium retainers, BC dual valve springs
Tools
10-, 12- and 14mm socket, 10- and 12mm open-end wrench, ratchet, extension, valve lash tool, valve adjustment tool, white marking paint for cams, zip ties, Hondabond
Notes
If you are going to attempt this cam install yourself, set aside a major block of time, as just the act of getting the timing chain positioned and threaded correctly can take upwards of 60 minutes. Kevin Maecha of MB Racing has this tip: "Before removing the stock cams, use zip ties or rubber bands to keep the rocker assembly together. This will make it easier to position them correctly once the new cam is in position." In addition to the wrenching, engine management is a crucial next step to ensure proper functioning and maximum power. The more aggressive profile of the BC cams required altering many parameters of our calibration-most critical are those controlling VTEC and cam angles.
Brian Crower
Stage 2 N/A Cams With Valve Springs & Retainer Kit
Horsepower Gain
• 2,000 to 3,500 rpm range: 3.0 to 5.0
• 3,500 to 5,500 rpm range: 5.0 to 9.0
• 5,500 to redline rpm range: -3.0 to 10.0
Torque Gain
• 2,500 to 3,500 rpm range: 3.0 to 6.0
• 3,500 to 5,500 rpm range: 6.0 to 0.0
• 5,500 to redline rpm range: -3.0 to 5.0
| CONCLUSION |
|
HP Level |
+HP |
TQ Level |
+TQ |
| BASELINE |
167.1 |
|
119.1 |
|
| HONDATA K-PRO |
177.3 |
10.2 |
127.0 |
7.9 |
| STRUP RACE HEADER |
191.7 |
14.4 |
135.5 |
8.5 |
| BRIAN CROWER ST2 CAMS |
201.7 |
10.0 |
137.3 |
1.8 |
| FINAL |
201.7 |
34.6 |
137.3 |
18.2 |
Conclusion
As we've shown, the '05 RSX Type-S responded well to our modifications, achieving peak gains of approximately 35 whp and 18 lb-ft of torque. These numbers may not seem huge to some, but take a closer look at the dynos and what you'll find is that increases in power are consistent throughout the entire power band. However, most important is how the car feels on the streets, and once VTEC engages, it's astonishing how hard this little RSX pulls.
| BANKROLL |
| HONDATA K-PRO (W/ '02-'04 ECU) |
$1,595.00 |
| STRUP RACE HEADER |
$600.00 |
| BRIAN CROWER STAGE 2 N/A CAMS |
$595.00 |
| BRIAN CROWER SPRINGS & RETAINER KIT |
$495.00 |
| MSRP Total |
$3,285.00 |