Skunk2 Stage 2 would be the way to go and you will be in the 13's with ease especially since you already have higher compression. And big cams love them some compression. But you will have to get rid of the itr springs and retainers and get new ones.

 

The 4-2-1 header design is most widely used these days because it creates a stronger lowend, and if done properly you dont sacrifice any top end. When we performed the header test at Titan the hytech did end up quite ahead in terms of the powerband, over the rest of the headers, but it follows suit with the price point. I will tell you that the DC did not show up last which was quite suprising considering what did come up so far behind that. There were a number of headers that were quite close with their performance and reasonable prices as well. It's all how much money you are willing to spend.

 

5-8whp over a type R intake manifold, with a skunk2?

 

i think the dc jdm 4-1 is a great bang for the buck.the clearance does suck but what can you do...and as far as lowend if your on the dragstrip trying to get 13's who cares about anything below vtec anyways..just my opinion.

 

This was the header test I was talking about.

http://honda-tech.com/zerothread?id=699674

If you look at overall powerband, rather than peak hp, you will see what headers truly stood apart from the rest. The results did prove that for the money, nothing came close to the hp/dollar value of the DC. Again, it's all about what you are looking to get out of your setup, and how much you are willing to spend to achieve that.

 

Fuck skunk2 manifolds for b16/b18cr heads.
Aebs makes a manifold that is just like it or better for $150
Contact guy at A&E or any local or online aebs dizzy.

Your dc 4-2-1 w/ a 2 1/4 flange & your 2 1/4 exhaust is slowing you down.

Try getting your self a decent 4-1 header w/ a 2 1/2 inch collector along with a 2 1/2 exhaust.

IMO 290 cc injectors are not needed for your application.
Why do I say this? I have run factory bseries injectors in motors with 11.1:1 & 12.1:1 areas (ctr pistons etc) w/ no problems.

Also your TB is probably not port mached to your intake manifold, hence you are probably loosing power here. You always want to make sure your TB matches your intake manifold inlet.
(Aebs intake manifolds are 65mm inlet)

Skunk2 stage 2's would nice but they would require a valvetrain upgrade as stated before, unless you want to shift at 8200 rpms :-/

I personally would go with an exhaust system upgrade along with portmaching my intake manifold to my tb.

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Manufacturer / Intake / Exhaust
EF-1 m24 cams 12.1 mm, duration - 258 @1mm 12.1 mm, duration - 258 @1mm


Toda Spec A 11.6 mm, duration - 250 @ 1mm 11.2mm, duration - 240 @ 1mm
Toda Spec B 12 mm,duration - 255 @ 1mm 12 mm, duration - 245 @ 1mm
Toda Spec C 12.5 mm,duration - 255 @ 1mm 12.5 mm, duration - 255 @ 1mm

Jun Type 1 10.9 mm, duration - 265.3 @ 1mm 10.0 mm, duration - 268 @ 1mm
Jun Type 2 12.0 mm, duration - 266.6 @ 1mm 10.9 mm, duration - 265.3 @ 1mm
Jun Type 3 12.0 mm, duration - 265.3 @ 1mm 11.5 mm, duration - 265.3 @ 1mm


Spoon Sports 11.53 mm, duration - 256 @ 1mm 11.13 mm, duration - 245 @ 1mm

Skunk 2 stage1 11.58 mm, duration 252 @ 1mm 10.9 mm, duration 249 @ 1mm
Skunk2 stage 2 12.3 mm, duration 266 @ 1mm 11.8 mm, duration 262 @ 1mm
Skunk2 stage 3 12.8 mm, duration 273 @ 1mm 11.5 mm, duration 273 @ 1mm

Crower 63400 10.69 mm, duration - 244 @ 1mm 9.83 mm, duration - 231 @ 1mm
Crower 63401 11.38 mm, duration - 249 @ 1mm 10.54 mm, duration - 240 @ 1mm
Crower 63401T 11.81 mm, duration - 240 @ 1mm 11.30 mm, duration - 237 @ 1mm
Crower 63402 11.84 mm, duration - 258 @ 1mm 11.84 mm, duration - 251 @ 1mm
Crower 63402A 11.84 mm, duration - 246 @ 1mm 11.81 mm, duration - 239 @ 1mm
Crower 63403 12.04 mm, duration - 267 @ 1mm 11.84 mm, duration - 257 @ 1mm

Integra Type R 11.5 mm, duration - 240 @ 1mm 10.5 mm, duration - 235 @ 1mm
Civic Type R 11.5mm, duration - 243 @ 1mm 10.5 mm, duration - 235 @ 1mm