Upgrading your B-series engine with a Toda Racing Stage 2 camshaft is one of the most effective bolt-on modifications you can make for genuine power gains. The B-series family—from the high-revving B16A to the torque-rich B20—has earned legendary status in the Honda community for its durability and tuning potential. Toda Racing, a Japanese powerhouse with decades of experience in both street and race applications, has engineered a camshaft line that bridges daily drivability with serious track capability. This expanded guide covers everything from the cam’s technical specifications and total costs to the installation process and the real-world performance you can expect after the swap.

Why the Toda Racing Stage 2 Camshaft?

Choosing a camshaft for your B-series can be overwhelming. Options range from mild regrinds to all-out race profiles. The Toda Racing Stage 2 occupies a sweet spot: it delivers a noticeable increase in power across the mid-range and top end while retaining enough low-end torque for stop-and-go driving. Many owners of daily-driven, weekend-track Hondas choose this cam because it doesn’t require a drastically raised redline or a full standalone ECU to work well—though a proper tune is still essential.

Toda’s reputation rests on precision grinding and heat-treating processes. Their Stage 2 camshaft is machined from a chilled cast iron billet, then nitride-treated for wear resistance. The profile is designed for B-series engines with stock or mildly worked cylinder heads. When paired with proper valve springs and retainers, it supports sustained high-rpm operation without valve float.

Stage 2 vs. Stage 1 and Stage 3

To understand where the Stage 2 fits, compare the lineup:

  • Stage 1: Mild duration and lift. Retains stock idle characteristics. Gains of 8–12 hp. Works with stock valve springs.
  • Stage 2: Moderate duration and lift. Slightly lumpy idle but still streetable. Gains of 15–25 hp. Requires upgraded valve springs and retainers.
  • Stage 3: Aggressive profile. Very rough idle. Peak power above 8000 rpm. Requires extensive head work, high-compression pistons, and full race management.

The Stage 2 is the most popular because it offers the best balance of cost, complexity, and usable power increase for an otherwise stock B-series.

Technical Specifications: Toda Racing Stage 2 Camshaft

Here are the key specs for the B-series Stage 2 camshaft (part number 55622 for intake, 55623 for exhaust). Note that these numbers apply to B16A, B18C, and B20 applications, though exact lift and duration can vary slightly depending on the engine variant.

  • Intake Lift: 11.9 mm (0.469 in)
  • Exhaust Lift: 11.2 mm (0.441 in)
  • Intake Duration at 1mm lift: 256 degrees
  • Exhaust Duration at 1mm lift: 262 degrees
  • Lobe Separation Angle (LSA): 112 degrees
  • Valve Overlap: Moderate (approx. 30 degrees)

Compared to a stock B16A cam (intake lift ~10.5 mm, duration ~240°), the Toda Stage 2 provides significantly more area under the curve. The 112° LSA helps maintain idle quality and vacuum while still allowing strong top-end pull. This is a hydraulic lifter (non-VTEC) camshaft – it works with rocker arm assemblies, not the VTEC engagement system. If you have a B16A or B18C with VTEC, you will need to use the cam for the non-VTEC portion only, or convert to a non-VTEC setup. However, Toda also offers VTEC-specific camshafts; confirm that you are ordering the correct version for your engine (B16A/B18C VTEC heads use separate intake and exhaust cams with VTEC lobes). The Stage 2 for VTEC engines is designated as “R2” or “Spec R”. For this article we are focusing on the non-VTEC (or deactivated VTEC) application used in drag, circuit, or hybrid engines.

Cost Breakdown: Everything You Need

The original article quoted a range of $1,250–$1,950 total. That estimate is still accurate for a basic installation, but we’ll break it down further with current market prices and optional upgrades that many owners choose to include.

Mandatory Parts

PartEstimated Cost (USD)
Toda Racing Stage 2 Camshaft (set of two for VTEC, or single for non-VTEC)$600–$800
Upgraded valve springs (e.g., Toda, Supertech, or Skunk2)$200–$350
Valve spring retainers (lightweight titanium recommended)$100–$200
Full gasket set (valve cover, front main seal, cam seals)$50–$120
Timing belt (if due for replacement)$30–$80
  • Adjustable cam gears: $100–$200 per gear. Allows fine-tuning of cam timing for optimal power curve.
  • Upgraded timing belt tensioner and water pump: $80–$200. Preventative maintenance while the front cover is off.
  • ARP head studs: $150–$200. If you plan to increase power further or raise compression.
  • ECU tuning (Hondata S300 or K-Pro): $500–$800 (including harness and software). Essential to unlock full performance.

Labor Costs

Professional installation labor typically runs $400–$700 for a cam swap, depending on your region and the shop’s hourly rate (usually $100–$150/hour). The job takes about 4–6 hours for an experienced mechanic. Shops that specialize in Honda B-series may charge a premium but offer expertise in degreeing the cams and setting lash.

Total Estimated Costs (with tuning)

A realistic budget for a thorough Stage 2 cam installation on a B-series, including mandatory parts and professional labor, is $1,500–$2,200. If you add tuning, adjustable cam gears, and replace the timing belt and water pump, expect $2,000–$3,000. While this seems steep, the gains are proportionally large compared to other bolt-on mods.

Performance Benefits: What You Actually Gain

The Toda Stage 2 camshaft transforms the character of a B-series engine. Let’s look at the numbers and driving experience.

Horsepower and Torque Gains

On a normally aspirated B18C (1.8L) with intake, header, and exhaust, a Toda Stage 2 cam swap can yield 15–25 whp at the wheels. The power peak shifts about 500–800 rpm higher. Torque gains are less dramatic—maybe 5–10 lb-ft—but the curve becomes much broader. Many dyno charts show a noticeable torque increase from 4500 rpm upward, eliminating the typical VTEC dip on older B-series.

Throttle Response and Driving Feel

Even before the dyno numbers, you’ll feel the difference: the engine revs more eagerly, especially beyond 4000 rpm. The cam’s increased duration allows the engine to breathe more freely at high RPM, pulling hard to redline. Throttle response sharpens because the valve train is stiffer (thanks to upgraded springs). Some drivers report a slightly rough idle—just enough to know the cam is there without being annoying.

Engine Sound

The changed lobe profile alters the exhaust note. With a free-flowing exhaust, the idle has a mild lope, and under acceleration the engine sounds more aggressive—a deeper roar that many enthusiasts find addictive.

Compatibility with Forced Induction

While the Stage 2 cam is primarily designed for naturally aspirated builds, it can work with light boost (up to about 8 psi) on a well-tuned engine. The moderate overlap reduces reversion, and the lift is within the safe range for most pistons. However, for turbocharged B-series, Toda’s turbo-specific cams (lower duration, tighter LSA) are usually preferred.

Installation Process: Step-by-Step Overview

Installing a camshaft in a B-series engine is an intermediate-level mechanical task. If you have experience with timing belt replacement and valve adjustments, you can tackle this in a weekend. Here’s an expanded walkthrough.

Preparation and Tools

  • Floor jack and jack stands or lift
  • Engine hoist or support bar (to lower the engine for front cover access)
  • Socket set, torque wrench, feeler gauges, cam gear wrench
  • Service manual for torque specs
  • New valve springs, retainers, seals, gaskets

Disassembly

  1. Remove battery, intake, and valve cover.
  2. Set engine to Top Dead Center (TDC) for cylinder 1. Align crank pulley timing mark and cam gears.
  3. Remove timing belt, cam gears, and camshaft holder caps (pay attention to ordering).
  4. Remove old camshafts and replace with new Toda cams. Lubricate lobes with assembly lube.
  5. Install new valve springs and retainers using a spring compressor (valve removal not required unless upgrading seats).
  6. Reinstall cam caps with correct torque sequence (usually 7 ft-lb in three steps).

Degreeing the Camshaft

This is the most critical step. Proper cam timing affects power delivery and valvetrain safety. You need a degree wheel and dial indicator. The objective is to position the cam lobes relative to the crankshaft so that the intake and exhaust events occur at the correct piston positions. Toda supplies a spec card with recommended intake centerline (e.g., 105 deg ATDC) and exhaust centerline (112 deg BTDC). Adjust the adjustable cam gears to achieve those numbers. Failure to degree can result in lost power or piston-to-valve contact.

Valve Lash Adjustment

B-series engines with non-VTEC rockers require setting valve clearance. For Toda Stage 2 cams, typical cold clearances are: intake 0.006–0.008 inches (0.15–0.20 mm), exhaust 0.008–0.010 inches (0.20–0.25 mm). Use feeler gauges between the cam lobe base circle and rocker pad. Adjust using the threaded stud and locknut. Too tight can cause valve float; too loose results in noisy operation.

Reassembly and Timing Check

  1. Install timing belt, set tension, rotate engine by hand 2 full revolutions to ensure no interference.
  2. Recheck valve lash and timing marks.
  3. Install valve cover, intake, and accessories. Fill with fresh oil and coolant.
  4. Start engine and listen for unusual sounds. Let it idle for 20 minutes to warm up and allow valve train to settle.

Supporting Modifications and Tuning

Installing a Stage 2 cam without a tune is like building a house on sand. The engine’s air-fuel ratio and ignition timing are now mismatched from the factory calibration. You must reprogram the ECU. The most common options for B-series are:

  • Hondata S300 (OBD1 ECU with daughterboard) – offers full tuning control, datalogging, and VTEC management if applicable.
  • Power FC (older but still functional).
  • Haltech, MoTeC, or AEM EMS for standalone systems (budget $1,200+).

A dyno tune will optimize the cam timing, air-fuel targets, and ignition advance. Expect to pay $400–$600 for a professional tune session.

Potential Pitfalls and How to Avoid Them

  • Piston-to-valve interference: With the increased lift, stock pistons may have insufficient valve pockets. Mill the valve reliefs or install aftermarket pistons. Always clay the pistons during assembly to verify clearance (at least 0.080 inches on intake, 0.100 on exhaust).
  • Valve spring coil bind: When using the Toda cam, measure spring height at maximum lift. Add a spacer or shim if the coils do not have at least 0.050 inches clearance before binding.
  • Oil starvation: High-lift cams increase valvetrain load. Use high-quality 10W-40 or 10W-50 synthetic oil with zinc additive for flat tappet camshafts.
  • Broken timing belt: Inspect the belt and tensioner. Replace if over 60,000 miles. A new Gates racing belt is inexpensive insurance.

Real-World Owner Experiences

We scoured forums like Honda-Tech and K20a.org for user feedback. One member with a B18C in a 1991 Civic reported a 22 whp increase with just a Stage 2 cam, Skunk2 intake manifold, and DC Sports header. Another user noted that the idle settled to a steady 900 rpm after tuning, and the car became “annoyingly fun” on back roads. Many emphasize that the cam transforms the B-series from a peppy commuter into a serious performer that holds its own against newer engines.

External Resources

For more technical data, visit the official Toda Racing website for spec sheets. For installation guides, Honda-Tech has detailed threads. To purchase springs and retainers, check Supertech Performance or Skunk2 Racing.

Final Recommendation

A Toda Racing Stage 2 camshaft is a worthy investment for any B-series owner seeking a substantial, reliable power upgrade without moving to a full race setup. The cost—when including proper springs, retainers, and a tune—can approach $3,000, but the result is a drivetrain that feels alive and capable at the track or on the street. Plan your supporting mods carefully, take the time to degree the cams, and you will not be disappointed.