For over two decades, the B16 engine has been a cornerstone of Honda performance, powering everything from the first-gen Integra XSi to the iconic Civic SiR and EK9 Type R. Enthusiasts chasing naturally aspirated power often turn to aftermarket camshafts, and the Skunk2 Stage 2 camshaft remains one of the most popular picks for B16 builds. But after reading countless forum threads and speaking with owners who have actually bolted these cams into their cars, a clear picture emerges: this cam delivers genuine gains, but it also demands careful planning and supporting modifications to shine. This expanded review dives deep into owner experiences, dyno results, installation realities, and cost considerations to help you decide if the Skunk2 Stage 2 cam is the right move for your B16.

What Makes the Skunk2 Stage 2 Camshaft Unique?

Skunk2 built its reputation on high-quality valvetrain components. The Stage 2 camshaft sits in the middle of their lineup, between the milder Stage 1 (a direct stock replacement with slight bump in lift/duration) and the aggressive Stage 3 (intended for race-only applications with standalone engine management and extensive head work). The Stage 2 was engineered to bridge the gap: streetable enough for daily-driven cars, yet aggressive enough to extract serious power when paired with the right supporting mods.

Key Specifications

  • Lift: Intake 12.5mm, Exhaust 12.0mm (compared to stock B16A intake/exhaust lift of roughly 10.0mm/9.5mm)
  • Duration at 1mm lift: 264° intake, 260° exhaust
  • Lobe separation angle: 112°
  • Material: Cast iron billet, hardened for longevity

These numbers translate to a significant increase in valve lift and duration, which improves airflow into and out of the combustion chamber. The real benefit kicks in above 4,500 rpm, where the engine starts breathing more freely. However, because lobe lift is substantially increased, the Stage 2 cam requires upgraded valve springs to prevent valve float at high rpm – a detail many first-time installers overlook.

Owner Reviews: The Real-World Consensus

After scouring Honda-tech, K20a.org, Reddit’s /r/Honda, and various B16 owner groups, patterns in owner feedback emerge clearly. The following sections break down the most commonly reported experiences.

Power Gains: Dyno Proven

Nearly every owner reports a noticeable power increase, especially from 5,000 rpm to redline. A typical B16A with I/H/E (intake, header, exhaust) and a Skunk2 Stage 2 cam will gain between 18 and 25 wheel horsepower over the cam-only baseline. One owner on a 2000 Civic Si with a bone-stock bottom end and a Skunk2 Pro-i intake manifold saw a jump from 145 whp to 172 whp after swapping cams and tuning. Another builder running a high-compression B16B (11.5:1 pistons) documented 190 whp with these cams, stock Valves, and a full Skunk2 exhaust system.

“I was skeptical at first because the cam is only $500, but after the tune my car felt like a completely different animal. It pulls hard all the way to 8,200 rpm and the sound is intoxicating.” – B16A owner on Honda-tech, dyno sheet attached.

Throttle Response and Drivability

Owners consistently praise the cam for waking up the engine. Part-throttle response improves noticeably, and the car feels more eager to rev. However, at low rpm (below 2,500), some owners mention a slight idle stability issue – not a stall, but a bit of lope. This is normal for an aggressive cam and can be tuned out with proper idle control settings in the ECU. Many report that after a good tune, the car is perfectly streetable with no driveability complaints.

The Sound Factor

One of the most surprising benefits owners note is the exhaust note. Thanks to the increased overlap, the engine develops a distinct, choppy idle and a more aggressive WOT tone. Several owners admitted they bought the cam partly for the sound, and were not disappointed. The “lope” at idle is mild but audible – enough to turn heads at a car meet without being obnoxious.

Common Complaints and Pitfalls

  • Valve Float: A recurring theme is owners who install the cam without upgrading valve springs. Skunk2 explicitly recommends their own valve springs and retainers (often sold as a kit). Those who ignored this advice experienced valve float above 7,000 rpm, resulting in power loss and occasional bent valves. Lesson: Always pair Stage 2 cams with stiff springs.
  • Tuning Difficulty: While the cam is “drop-in” physically, it requires an ECU tune (Hondata S300, KPro, or standalone). Owners who tossed the cam in without tuning reported poor idle quality, loss of low-end torque, and check engine lights from improper fuel trims. A proper tune is non-negotiable.
  • Cam Gear Alignment: The Stage 2 cam comes slotted for adjustable cam gears, but using stock gears is common. Owners found that with stock gears, the timing marks can be off – checking and degreeing the cam is highly recommended.

Performance Results: By the Numbers

To give objective benchmarks, we collected dyno results from multiple publicly available B16 builds with the Skunk2 Stage 2 cam. All numbers represent wheel horsepower (whp) and wheel torque (wtq) on a Dynojet or Mustang dyno, SAE corrected.

Stock B16A2 (98-00 Civic Si) + Skunk2 Stage 2

  • Baseline (stock engine, I/H/E): 148 whp / 108 wtq
  • After cam + tune (no other head work): 174 whp / 118 wtq
  • Gain: +26 whp / +10 wtq

Built B16B (11.5:1 compression, ported head, CTR intake, 4-2-1 header, 2.5” exhaust)

  • Before cam (with stock CTR cam): 182 whp / 125 wtq
  • After Skunk2 Stage 2 + tune: 197 whp / 133 wtq
  • Gain: +15 whp / +8 wtq

Quarter-Mile and Track Results

Many owners report improved elapsed times. A typical 1999 Civic Si with I/H/E and cam/tune dropped from a 14.7-second quarter-mile to a 14.2-second time at similar trap speeds (98-100 mph). In autocross, the extra mid-range power helped exit speeds from corners. One owner on a road course claimed a consistent 0.8-second improvement per lap at Buttonwillow after adding the cam and retuning.

Installation and Tuning Requirements

Installing the Skunk2 Stage 2 cam is not for the faint of heart, but a competent DIYer can do it with basic tools. Here’s what you need to know.

Step-by-Step Summary

  1. Remove the valve cover and timing belt. Mark the current cam gear positions.
  2. Remove the original camshafts. Be careful with bearing caps – they are numbered and must go back in the same order.
  3. Install upgraded valve springs and retainers. This is the most time-consuming part, as it requires compressing each spring and replacing it. Many owners send the head to a machine shop for this step to avoid mistakes.
  4. Install the Skunk2 Stage 2 camshafts. Use assembly lube on bearings and lobes.
  5. Set cam timing. Align the crank to TDC, install the timing belt, and set cam gears to the Skunk2 recommended position (often around 0 degrees for initial start).
  6. Reassemble and start. Check for leaks and unusual noises.
  7. Get tuned. This is mandatory. A street tune or dyno tune will adjust fuel and ignition timing to capitalize on the cam profile and ensure safe operation.

Required Tools and Parts

  • Skunk2 Stage 2 camshaft + Intake and Exhaust cam
  • Skunk2 valve springs & titanium retainers (or equivalent)
  • Cam gear (adjustable recommended, e.g., Skunk2 Pro Cam Gears)
  • Timing belt (replace while you’re in there)
  • Valve cover gasket
  • Engine oil & filter, coolant
  • ECU tuning suite (Hondata S300, Neptune, etc.)
  • Optional: head porting, port matched intake manifold, larger throttle body

Professional Installation vs. DIY

More than half of the owners we surveyed paid a shop to do the install. The primary reason: valve spring removal requires a valve spring compressor to push the keepers out – one slip and you’re looking at a dropped valve seat or bent valve. If you have the tools and experience, doing it on an engine stand is manageable. But for a daily driver, paying a shop $400–$600 for the cam swap and valve spring installation is common and many owners felt it was worth the peace of mind.

Cost vs. Benefit: Breaking Down the Numbers

Let’s be realistic about the total investment. The camshaft itself costs around $500 for the pair (intake + exhaust). Adding Skunk2’s recommended valve springs and retainers adds another $250–$300. You also need a tune ($300–$600), and potentially an adjustable cam gear ($150) if you want to dial in timing. Installation labor, if you’re not doing it yourself, adds $400–$700. Supporting mods like a cold air intake ($150), header ($300–$600), and exhaust ($400–$800) may not be mandatory but are often already on the car for a “full bolt-on” setup.

Total Estimated Cost for a Proper Install

  • Camshafts: $500
  • Valve springs & retainers: $250
  • Cam gear (adjustable): $150
  • ECU tune: $500
  • Installation labor: $500
  • Total (without supporting mods): ~$1,900

Breaking Down the Value

For under $2,000, you gain roughly 20 whp on a typical B16 and transform the engine’s character. That’s about $95 per horsepower. Compare that to a turbo kit (e.g., $3,000+ for 80 whp, but significantly more complexity and reliability concerns with a B16’s high compression). For a naturally aspirated build, the Stage 2 cam offers excellent bang-for-buck, especially if you already have basic bolt-ons. Many owners described it as the single best upgrade for a naturally aspirated B16, consistent with what we see in the Honda community.

How Does It Compare to Other Camshafts?

While Skunk2 is a household name, other cam manufacturers compete in this space. Here’s a quick comparison.

Buddy Club Spec III+

Buddy Club’s Spec III+ cam is roughly equivalent to the Skunk2 Stage 2, with similar lift/duration. Owners who have tried both report the Skunk2 has a slightly sharper power band and better top-end pull, while the Buddy Club offers a broader torque curve. Both require valve springs and tuning. The Buddy Club is often $50–$100 more expensive.

Toda Racing Spec B

Toda cams are legendary among JDM purists. Their Spec B cam produces similar peak numbers to the Skunk2 but with a smoother idle and better low-rpm response. However, Toda cams cost roughly $900–$1,000 for a pair – nearly double the Skunk2. For ultimate value, Skunk2 wins; for a slightly more refined experience, Toda is the premium choice.

Crower Stage 2

Crower offers a Stage 2 cam for the B16 at a lower price (around $400). Owner reviews are mixed: some report good gains, but others note that the power band is narrower and tuning is trickier. The Skunk2 seems to have broader community support and more documented saves.

Supporting Modifications: Maximizing the Cam

To get the most out of the Skunk2 Stage 2, consider these upgrades:

  • Intake: A 3-inch cold air intake (e.g., AEM, Injen) reduces restriction. The stock airbox will choke the cam.
  • Header: A 4-2-1 header with longer primaries (e.g., Skunk2 Alpha, Hytech) helps mid-range torque. A 4-1 header favors top-end.
  • Exhaust: A 2.5-inch mandrel bent system with a high-flow catalytic converter or test pipe.
  • Fuel System: Stock fuel injectors (240cc) are fine for 170–180 whp. If you add a larger throttle body or port the head, consider 310cc injectors and a Walbro 255 fuel pump.
  • ECU: Hondata S300 is the standard for OBD1 B16 swaps. For OBD2 cars, Neptune or K-Tuned’s K-Ready board work well.

Conclusion: Is It Worth It?

For the enthusiast who wants to build a competitive naturally aspirated B16, the Skunk2 Stage 2 camshaft is absolutely worth the investment. It delivers measurable horsepower gains, improves throttle response, and adds an audible personality to the engine that stock cams simply cannot match. The key is to budget for the entire package – valve springs, tune, and installation – not just the cam itself. If you cut corners on springs or skip tuning, you’ll end up with an unreliable car that never reaches its potential.

However, if you’re happy with a daily driver that needs to pass smog easily or you don’t plan to rev past 7,000 rpm, a Stage 1 cam or even a set of adjustable cam gears on stock cams might serve you better. The Stage 2 demands a commitment to performance, and it rewards those who give it the proper supporting foundation.

External resources for further reading:
• Skunk2 official camshaft page
• Hondata S300 tuning platform
• Real owner dyno results on Honda-Tech
• Comparison discussion on K20a.org

Ultimately, the Skunk2 Stage 2 camshaft remains a tried-and-true upgrade for the B16. With the right preparation, you’ll unlock the engine’s true potential and enjoy one of the most rewarding naturally aspirated experiences Honda has to offer.