Never heard of it to be honest.

Hey man, don't go overboard with exhaust diameters. Keeping diameters relatively small on runners and midpipe is key (though slightly bigger than stock is ok). It's not all about flow restriction, there is also a lot in pulsing speed which is governed by speed of the flow for a large part. Going 3 i...

Almost hitting 427.000 km now, no rebuilds, only the VTEC head swap once.

Good info. I was unaware on availability of the stock d14 distributor parts.

Hmmm, the 4-1 header with a non central bung combined with a stock ecu map may be the issue indeed. I once had the same problem but can’t figure what I did that fixed it. It may be the combination of header plus map being off. The perma heated o2 is not my biggest concern. Well controlled o2 heaters...

Check my OBD1 conversion article... the PW0 ECU is an OBD0 ECU and will require a similar approach. I have done such setups decades ago... but really dig into my ECU pages please.

Nice one, can't add any info now (although I suspect the D13B rod made by Crower somewhere/somewhen in the past may have been a perfect fit, main dimensions and bearings etc. all seemed right). But thats an expensive gamble probably.

Always, never an issue.

Hey man, nobody is right hehehe. Truth is, cam gear is highly advisable since the best setting is to be tuned. Normally I'd say go for retarded 0.5 tooth if there is doubt, never advance. Always when I started on the dyno with a 'proper' timed cam, we ended up retarding the camshaft (note that you n...

Neh I meant my Skunk2 D16 VTEC cams, just not engaging the VTEC cam lobes, that gave me a 'non-VTEC' 133 bhp. That was fully tuned to about 7000 rpm for fun. Than fully mapping the VTEC lobes got it to 139 bhp with switchover somewere in the 5000-5500 range, no idea exactly where actually, very subt...