Transform your B18C GSR into B18C Type R performance

 

This is how to make your B18C GSR perform like a B18C Type R without doing a full engine swap or going wild with internal changes. 

Let’s focus on simple, proven upgrades that bring your GSR close to Type R-level power and response — around 190–200 hp (crank) or roughly 170–180 whp on a good tune.

Bonus Tip:

If your GSR is auto-trans, the stock gearing and torque converter will limit results — a manual swap (with LSD) is almost required to fully match the Type R’s driving feel.

TL;DR:

To make your B18C GSR as strong as a B18C Type R with simple mods:

• Swap to Type R-style intake manifold & throttle body
• Install Type R or mild performance cams + springs
• Add performance header & 2.5” exhaust
• Tune the ECU properly
  You’ll hit ≈ 190–200 hp crank and enjoy the rev-happy, aggressive VTEC feel of a real Type R.

Goal: Make GSR ≈ Type R Power (Simple Upgrades Only)

Here’s a practical, staged list of the best low-risk bolt-on and tuning upgrades — no bottom-end teardown.

1️⃣ Type R-spec Intake System

Why: The Type R breathes better; its intake manifold and throttle body are designed for top-end flow.

What to do:

• Replace the GSR dual-stage intake manifold with a Type R (PR3 or Skunk2 Pro Series) single-runner design.
  → Simpler, more efficient airflow at high rpm.
• Install a Type R or 70 mm throttle body (OEM or Skunk2/Omni).
• Pair with a cold-air intake (AEM, Injen, or custom piping with velocity stack).

✅ Gains: +8–12 hp at the top end, better throttle response and VTEC pull.

(Type R manifold is the #1 mod to wake up the GSR’s top-end.)

2️⃣ Type R or Aftermarket Cams + Valve Springs

Why: The GSR cams are milder; Type R cams open valves longer and higher, letting it rev and breathe better.

What to do:

• Drop in OEM B18C5 (Type R) cams or mild aftermarket Stage 1/2 cams (Skunk2 Pro 1, Toda Spec A, etc.).
• Upgrade to Type R or dual valve springs + titanium retainers (stops valve float over 8,000 rpm).

✅ Gains: +10–15 hp with proper tuning and supporting intake/exhaust mods.

(Even OEM Type R cams transform the GSR.)

3️⃣ Header & Exhaust System

Why: The Type R has a more free-flowing exhaust and header design.

What to do:

• Use a 4-1 or 4-2-1 performance header (PLM Tri-Y, Toda, Mugen replica, DC Sports).
• Add a 2.25–2.5” cat-back exhaust system (Buddy Club, Skunk2 MegaPower, Mugen, etc.).
• Optional: high-flow catalytic converter or test pipe (track use).

✅ Gains: +5–8 hp plus quicker VTEC engagement and lighter sound.

4️⃣ ECU Tune / Reflash

Why: Your GSR’s stock ECU is conservative; tuning unleashes the power of intake, cams, and exhaust.

What to do:

• Use Hondata S300, Neptune, or Crome tuned P72/P28 ECU.
• Retune fuel, ignition, and VTEC crossover for new airflow and higher redline (~8,200–8,400 rpm).

✅ Gains: +10–15 hp from proper optimization and smoother torque curve.

(Tuning is mandatory once you change manifold & cams.)

5️⃣ Type R-spec Clutch, Flywheel, and Gearing (Optional)

Why: Type R revs faster partly due to lighter rotating mass and shorter gear ratios.

What to do:

• Lightweight flywheel (≈ 9–12 lb) and performance clutch (Exedy Stage 1 or Type R OEM).
• If budget allows, use a shorter final drive (4.785) or a Type R transmission (S80 LSD).

✅ Gains: Faster acceleration, sharper throttle feel (no raw hp, but better performance).

6️⃣ Maintenance & Supporting Mods

Before pushing rpm:

• Replace timing belt, tensioner, water pump (if old).
• Use quality oil (10W-40 racing blend) and premium fuel (RON 97+).
• Upgrade ignition (NGK Iridium plugs, new wires).
• Ensure proper compression — a weak base motor won’t benefit much.

**Let’s go detail on a “B18C GSR-to-Type R Spec Conversion” parts list that’s:

✅ Simple bolt-on upgrades (no bottom-end work)

✅ Focused on reliability + Type R-level power (~190–200 hp crank / 170–180 whp)

✅ Practical for street or light track

⚙️ GOAL

Transform B18C GSR into Type R–equivalent power and response

Target: 190–200 hp crank (~170–180 whp)

Approach: Breathing + camshaft + tune + light rotating mass

1. Intake Manifold & Throttle Body Upgrade

Item	Recommended Brand/Model	Notes	Est. Gain
Intake Manifold	Skunk2 Pro Series Intake Manifold (B18C1)	Direct bolt-on; replicates Type R single-runner flow; more top-end power	+8-10 hp
Throttle Body	Skunk2 70mm Alpha Series or Omni Power 68mm	Increases airflow and throttle response	+2-3 hp
Gasket Kit	Hondata Intake Manifold Gasket (thermal)	Lowers intake temp for better density

2. Camshafts & Valvetrain

Item	Recommended Brand/Model	Notes	Est. Gain
Camshafts	OEM B18C5 Type R cams (or aftermarket like Skunk2 Pro 1, TODA Spec A)	Better lift & duration, more high-rpm pull	+10-15 hp
Valve Springs	OEM Type R dual valve springs or Skunk2/Toda	Prevents valve float >8k rpm
Retainers	Titanium retainers (Skunk2 / Supertech)	Lightweight, reduces stress

3. Header & Exhaust System

Item	Recommended Brand/Model	Notes	Est. Gain
Header	PLM Tri-Y Type R Replica or Toda 4-2-1	Best balance of midrange & top-end	+5-8 hp
Exhaust System	Skunk2 MegaPower 60mm / Mugen Twin Loop / Buddy Club Spec II	2.25” to 2.5” piping recommended	+3-5 hp
Catalytic Converter	High-flow cat (Vibrant / Magnaflow)	Maintains emissions, minimal loss

4. ECU Tuning Setup

Item	Recommended Brand/Model	Notes	Est. Gain
ECU	P72 OBD1 ECU (stock GSR) + Hondata S300 v3 module	Best flexibility, datalogging & tuning	+10-15 hp
Tuning	Dyno tune by reputable tuner	Optimize air/fuel, ignition & VTEC crossover (~5,800–6,000 rpm)

⚙️ 5. Flywheel, Clutch, & Drivetrain (Optional but Recommended)

Item	Recommended Brand/Model	Notes	Effect
Flywheel	Exedy Chromoly Lightweight (9 lb) or Fidanza Aluminum (8 lb)	Faster revving, improved throttle feel	Rev response
Clutch Kit	Exedy Stage 1 Organic / OEM Type R	Smooth engagement, higher clamp load
LSD Transmission (Optional)	S80 Type R LSD gearbox or rebuild with MFactory LSD	Better traction & shorter gearing

6. Supporting Mods / Maintenance

Item	Brand/Model	Notes
Cold-Air Intake	AEM / Injen / custom pipe + velocity stack	Better flow, cooler charge
Spark Plugs	NGK Iridium BKR7EIX	Reliable spark under higher load
Ignition Wires	NGK / MSD	Consistent ignition
Fuel Pump (Optional)	Walbro 255LPH	If you plan more upgrades later
Fluids	Motul 10W-40 / Red Line MTF	Stable at high rpm

7. Performance Summary:

	Approx. HP (Crank)	Approx. WHP	Notes
Stock GSR	170 hp	~145 whp
Bolt-ons only (intake, exhaust, tune)	185 hp	~160 whp	noticeable
Type R-spec full combo (manifold, cams, tune, exhaust)	195–200 hp	170- 180 whp	= Type R level
Fully optimized tune w/ flywheel	200–205 hp	180- 185 whp	Slightly above stock Type R

8. Approximate Cost:

Component	Cost Range
Intake manifold + TB + gasket	$550- $700
Cams + valve springs + retainers	$700- $1,000
Header + exhaust	$700- $1,200
ECU + Hondata S300	$550- $650
Tuning (dyno session)	$300- $500
Flywheel + clutch	$600- $900
Total (Full Type R-spec conversion)	$3,000- $4,500 USD

🔑 Key Takeaways

✅ Type R-level power is achievable on GSR without internal work.

✅ Prioritize manifold + cams + tune — that’s 80% of the gain.

✅ Keep the motor healthy — compression & oil pressure are key before tuning.

✅ You’ll have a rev-happy, high-strung GSR that performs like a true B18C5.

 

APR GTC-300 SPOILER - HONDA TYPE R 2017 - UP SKU: AS-106191

Here are some of the best advantages of the APR GTC-300 Adjustable Wing / Spoiler (SKU: AS-106191) for the Honda Civic Type R (2017-2021 / FK8), putting together what’s documented by APR and user reports. 

Key Advantages of APR GTC-300 on Civic Type R

1. Improved Downforce & Stability
   
• The wing is designed with a 3D airfoil shape to generate significant downforce over its span while trying to minimize drag.  
• Users report noticeable rear grip improvements at higher speeds (e.g. 70-100 mph+) especially in corners. The extra downforce helps reduce rear lift / instability.  
2. Tunable/Ajustable Design
   
• Angle-of-attack (AOA) can be adjusted via pre-drilled angle adjustment holes, allowing you to tune the balance of downforce vs drag depending on whether you’re driving on street, track, or mixed use.  
• It includes interchangeable side/end plates which help manage airflow at the wingtips, improving consistency of airflow across the wing and reducing turbulent losses.  
3. High Quality Materials & Construction
   
• The airfoil is made from pre-preg carbon fiber (3K weave), which is very lightweight but strong. Pre-preg + vacuum bagging + autoclave processes mean high material integrity.  
• The mounting hardware uses 10mm 6061 aircraft-grade billet aluminum pedestals (pedestals = stands) that are robust, which is important given the loads at speed.  
4. OEM Integration
   
• The GTC-300 for FK8 uses the factory spoiler mounting holes. That means no new holes or significant body modifications are required, making installation cleaner and likely preserving resell value / sealing etc.  
• Also available in different spans (61” or 67”) so you can choose depending on look preference, space, or how aggressive you want the wing to be.  
5. Verified Aerodynamics (CFD Backed)
   
• APR provides Computational Fluid Dynamics (CFD) analysis, to validate the aerodynamic behavior (how downforce vs drag changes, flow separation, etc.). This gives more confidence that the wing performs rather than being just show.  
6. Aesthetic / Visual Presence
   
• It gives an aggressive, race-inspired look. Carbon fiber plus the large span and height (13″ in many configs) make the car stand out, which many owners want.  
• Because it’s aftermarket and premium (carbon + billet aluminum), it tends to carry a “premium/performance” image. For many enthusiasts, part of the value is how it looks.

Potential Trade-Offs to Consider

While advantages are strong, just to be balanced, here are possible downsides so you can decide if it’s worth it:

• Increased drag, especially at higher AOA settings, which may reduce top speed or fuel efficiency.
• More sensitive to crosswinds or turbulence.
• Possibly increased noise from airflow (wind noise).
• More expensive piece – both for purchase and possibly for paint protection, installation, etc.
• The large wing span / height may affect clearance (garage doors, car covers) or parking etc.

APR GTC-300 SPOILER - HONDA TYPE R 2017 - UP SKU: AS-106191

 

INDUCTION KIT FOR BMW B46/B48 (120I, 125I, 220I, 230I, 320I, 330I, 420I, 430I) SKU: FMINDK55

Spec	Info
Name / SKU	Forge Motorsport Induction Kit FMINDK55
Fitment / Compatibility	BMW models equipped with B46 / B48 engines (various 1-series, 2-series, 3-series & 4-series)
Gains (claimed)	Up to +8 bhp, +7 Nm torque across rev range
Components Included	Induction kit + inlet hose + full instructions
Materials / Construction	Carbon fibre (prepreg 2×2 twill) + multi-ply silicone hose
Warranty	Lifetime warranty on hardware (filter typically excluded)
OEM Replacements	Replaces OEM part numbers 13718601678, 13718605164, 13718601682

⚠️ Notes, Caveats & Fitment Warnings

• This kit does not fit B48 engines in 306 bhp form (i.e. more highly tuned versions).  
• It only works with B46 / B48 versions that use the MAF (mass air flow) sensor design, not temperature-sensor variants.  
• Some F-series BMWs (UK / EU spec) have a “blank” in the front duct that prevents ambient airflow to the inlet. Forge designed a carbon duct (FMINLD2) to replace that blank to allow more air to flow in.  
• The original OE intake hose has sound resonators and accordion ribs that can cause turbulence. This kit’s hose is smooth and multi-ply to reduce turbulence.  
• The kit increases the inlet diameter from 85 mm (stock) to 90 mm at the airbox end.  
• Fitment time is about 1 hour with no special tools needed.  
• The kit helps with reducing heat soak thanks to carbon’s low thermal conductivity.  

INDUCTION KIT FOR BMW B46/B48 (120I, 125I, 220I, 230I, 320I, 330I, 420I, 430I) SKU: FMINDK55

 

FERODO DSUNO BRAKE PADS BMW Z8 | MERCEDES BENZ E55 AMG | VOLKSWAGEN GOLF 1998-2006 SKU: FCP1001Z

Here are some of the key advantages and trade-offs of using Ferodo DSUNO brake pads (e.g. SKU FCP1001Z) on vehicles like BMW Z8, Mercedes E55 AMG, VW Golf (1998–2006) etc.:

• Compound: DSUNO

 Fitment:

• BMW Z8 2000-2003
• BMW Z8 Alpina Roadster 2000-2003
• Mercedes Benz E55 AMG W210 1998-2002
• Mercedes Benz E55 AMG W211 2003-2006
• Volkswagen Golf R 2004
• Volkswagen Golf R32 2003-2004

Advantages / Strengths of Ferodo DSUNO (FCP1001Z)

From manufacturer specs and user feedback, the DSUNO compound offers:

Feature	Advantage / Explanation
High friction (µ) when hot / aggressive “bite”	DSUNO is designed to give stronger initial bite and higher friction once it reaches track / elevated temps compared to softer compounds.
Consistent torque / predictable modulation	The pad is engineered to keep a relatively stable coefficient of friction over its operating temperature range, giving the driver more consistent feel and control.
Disc-friendly / reduced rotor wear	Ferodo markets DSUNO as being kind to disc (i.e. moderate on rotor wear) while still delivering high performance.
Good pad / disc life in motorsport / endurance use	It is classified as a semi-endurance / heavy duty racing compound, meaning it balances performance with durability rather than being a short-life ultra-aggressive compound.
Wide temperature operating range	DSUNO works well across a broad thermal window, making it suitable for track, spirited driving, etc.
Better than softer compounds under heavy use	Some users report that DSUNO holds up better under repeated track sessions or aggressive braking compared to more street-oriented pads, resisting fade better.

⚠️ Trade-offs / Limitations / Considerations

While DSUNO has many strong points, these are some caveats to keep in mind:

Concern	Details / Evidence
Shorter pad life compared to milder compounds	The more bite nature means the pads wear faster than very conservative / mild compounds. (Ferodo themselves note DSUNO does wear quite as long as the DS1.11 in some contexts)
Potential for more noise	Users sometimes report noise (e.g. squeal) under certain pedal pressures, particularly in street use.
Not ideal for pure street / low temperature use	Because its strength is in the higher temperature regime, at lower temps the friction may not be as strong or as linear. Some sellers even caution DSUNO is not suitable for road use (or at least for primary street use) in certain markets.
Pad deposits / rotor glazing risk	As with any high performance pad, if not bedded properly or run outside design parameters, you may get uneven deposits or glazing.
Cost & availability	High performance/racing pads tend to cost more and may be harder to source than standard OEM pads.

✅ Suitability for BMW Z8 / Mercedes E55 AMG / VW Golf (1998–2006)

If you are considering DSUNO (FCP1001Z) for those vehicles, here’s why this pad might be advantageous if used appropriately:

• These cars, especially in spirited driving or occasional track use, demand braking components that can handle heat, maintain performance under repeated hard braking, and give consistent feel. DSUNO’s strengths align with those demands.
• The balance between performance and rotor friendliness is desirable in high value cars where rotor life and pad wear are also considerations.
• The predictability and strong bite can help the driver push braking limits more confidently.

However: If your car is mostly used in daily street driving (low speed, stop-and-go, cool ambient temps), DSUNO might be overkill or may exhibit drawbacks (noise, less smoothness) in everyday use. In that case, a more street-oriented high performance pad might be a better compromise.

FERODO DSUNO BRAKE PADS BMW Z8 | MERCEDES BENZ E55 AMG | VOLKSWAGEN GOLF 1998-2006 SKU: FCP1001Z