Getting started: The d16y5 Civic CX project. ( Much info, more to come. )
02-01-2004, 07:38 PM
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Getting started: The d16y5 Civic CX project. ( Much info, more to come. )
Well… let’s get this going.
Disclaimer: This isn’t information that I’m claiming to be accurate or precise. This thread is intended to inform people on the values of the d16y5 (HX) motor and what it might be able to do. If you have any problems with anything I may have typed, be it wrong or opinion; please discuss it with me in a polite fashion. No one is here to tell anyone who’s right or wrong, we’re all here to learn.
The subject:
D16y5 – SOHC 1.6 liter Motor hailing from the Honda Civic HX coupe chassis.
The specs:
Civic HX Coupe - 2400lbs
Gas Mileage: 37cty/44hwy
HP: 115hp
TQ: 104 lbs-ft
Background:
A lighter weight d-series motor that came out of a lighter weight Honda Civic coupe. You've seen them riding around, with those silver wheels and before you knew what they were… you said “Oooooh alloy”. Back when it made it’s debut, there wasn’t supposed to be any real aftermarket support, so those who got “stuck” with the red-headed step child of the d-series motors (as called by many), were just out of luck. Now there’s a bit more, but still not enough to outwardly say that the SOHC Hx is just as good as a d16z6 ( usdm 1992-1995 Honda Civic EX/SI ) or the obd2 d16y8 ( Usdm obd2 1996 and Higher Civic. ). The reason for this: Honda’s underrated Vtec-E system
Vtec-E: Be afraid… not really.
E for “efficiency”, not “economy”. as most people think. What’s this Vtec-E? Well… here’s a longer explanation at: http://www.leecao.com/honda/vtec/sohcvtece.html .
To sum it up a bit… it’s the newer kind of Vtec for grandma’s who want to get more groceries on one tank of gas. Get it? But obviously, Vtec is out and Vtec-E and I-Vtec are in. So the regular Vtec MUST be old technology correct? My case in point:
The Mission:
If Vtec is obsolete and I and E are in… then why can’t this Vtec-E be just as good…. No wait… BETTER than any z6 or y8 could be? Soon to be acquiring one of these unloved beasts… I’ll be keeping this thread up to date on how it works and what I get out of it.
For your big fat information ----
Roller-Rockers:
(Information taken from SpadeÃs thread which is here… https://honda-tech.com/zerothread?id=335078 ) … Roller rockers are cam followers that have wheels instead of a contact point. They greatly reduce friction and, the D16Y5 (HX) has them!
Unfortunately, it only has a 2-lobe cam instead of a 3-lobe cam. Again another crazy topic that has been discussed a few times. Still with a custom cam, This VTEC-E head could theoretically produce more power than the VTEC head ever could. Since the rollers would allow for a cam lobe so aggressive that the regular followers would fail.
I say—Well if this is true and the VTEC-E d16y5 motor could produce more power than a z6 or y8 could ever have done? Then why haven’t we seen it? Main reason: People are afraid to try what hasn’t been done.
The y5 Tranny: We lose this one.
Darn this CVT. Here’s basically what it does, (information gotten from https://honda-tech.com/zerothread?id=358794 care of JD_B18CDX ) , is do what an automatic transmission would. Not very good… and with such tall gears well, there’s no good going with the HX transmission. The only choice is to swap for a y8 or z6, which in my case is the z6 tranny.
Cam:
(Another one of Spade’s threads… https://honda-tech.com/zerothread?id=101349 … This guy doesn’t quit. =P )
When compared to the y8 (Which is better than the z6 anyway…see the Ultimate D series Link at the top. ) ---
D16Y5
Intake
Primary......38.4mm
Secondary..32mm
Exhaust.......38.8mm
D16Y8
Intake
Primary.....36.8mm
Mid............38.3mm
Secondary..37mm
Exhaust........38mm
And for those of you who don't know the HX above 3000 connects both valves together and they both use the 38.4 lobe.
Well look at that. The y5 only has two lifts, primary and secondary, thanks to the two lobes and as you can see.. The primary is a near 2 ’a half mms higher than the y8’s aggressive cam. Making for an even MORE aggressive cam. Score another one for the y5 so far.
Stock parts in comparison:
Taking apart the motor, you’ll notice several things.
Already on the list is the y5 transmission… not a good idea for those of us looking for more go out of their HX than gas mileage.
Second… the intake manifold. Oh boy… needless to say the y8 still has all D-series manifolds beat by a long shot. Check out the Ultimate D-series link up at top to read all about it. Bigger runners, more air flow… even z6 owners need this by Spade’s book. But here’s the problem… the y5 has that annoying EGR Valve, meaning if you take off the stock I/M well your ecu is going to start throwing CEL codes. This is why everyone suggest that you use the STOCK ECU. Check this link out for more info on that subject. Http://www.honda-tech.com/zerothread?id=445689 .
Third… Exhaust manifold. HX’s have the oddest ( to me ) setup here. Being that the Cat is located right beneath the exhaust manifold ( so I’m told ). This is another task in finding the right one from another D-series. For a guy like me; I’m going VX because a turbo is on it’s way anyway… meaning relocating is already imperative. If you aren’t planning to turbo charge well… time to get a custom setup going. That way you can indulge in other d-series catback systems. Though I’m not exactly sure of what problems this will cause because I haven’t done it JUST yet.
So what do we have so far? Though the y5 loses in certain departments that really do count ( I/M, E/M, Transmission, etc. ), it excels in others. A higher lifting cam is one and the Head is another. With proper attention and a bit of research, it should definitely be able to surpass the other SOHC motor’s by far and I’m an avid believer in this theory.
Swapping it up with the y5:
Here’s where I’m getting into a heap of trouble. You’re asking in the first place… “Who in their right mind would go HX in a CX Honda Civic hatch? This guy is stupid.”. Well here’s my deal.
I’m purchasing, within the next few days, a complete engine swap consisting of this:
D16y5 Longblock – 60k
D16z6 Transmission.
D16z6 Intake Manifold and Throttle Body
D16z6 Distributor
Obd1 P28 ECU
Motor Mounts
A/C brakets
And minor other parts.
Total Cost: 400 even on a pick-up and take agreement.
With so many z6 parts already on the list, and the lack of having to hunt for them, how can I go wrong with trying this project? If it doesnÃt work, then I scrap the y5 longblock and pickup an easy to find z6 longblock, drop it, and run that. I can’t really lose, I can only gain knowledge.
Did you notice the p28 ecu in there? “I thought you were'nt supposed to use any other ecu but the HX”. Well that’s what was stated… but I’m going to have to go against this one. With a little more research ( Read thread here: https://honda-tech.com/zerothread?id=750142 Thanks to b18c5-eh2 especially and others. ), I found out what’s the big hold up on the HX ecu. The Vtec cross over point.
The d16y5’s power is really experienced in Vtec-E mode… that’s where the motor starts to shine. At about 2500 – 3000 RPM, the two roller rockers lock together and open up the valves, allowing more air to get in when the demand is higher. So once that Vtec-E kicks in, it's a world of trouble. Unfortunately, with an obd1 p28 ecu or any others just about, you’ll experience a serious loss in power up until the ecu sends out the signal for vtec… which is much higher than 3000 RPM. You’re in trouble, and you’re definitely going to get burned.
So what if we did this? The ultimate tuning box + Obd1 p28 ECU = Rapage. An Apex’I VAFC is made for something like this. With the ability to set the Vtec cross over point wherever it’s desired by the user (just don’t be stupid), we tell that damned ECU to send the output at exactly 2500 and boom… I <3 my Honda stickers all in your face. Not to mention, with the addition of the VAFC, tuning the fuel and everything else is going to be easy even off an *** dyno. (Hopefully B18c5 will help me with this when it’s time, since he lives close.). Edit here: Forgot to mention, thanks Bauley, that the VAFC only allows C/o points to be set between 3000+. So that means you'll have anywhere between 500 - 300 RPM's of bog on your hands. Though this isn't that much of a difference. Options might include: A hondata system and an authorized dealer tuning the C/O to 2500 manually. I'll research this more.. though for now... Vafc is where it's at.
And speaking of Vtec Cross over points… isn’t the z6/y8 around 4300 – 4700 RPM? Well let’s take that in mind. We’ve got AROUND the same power ( though this dyno: https://honda-tech.com/zerothread?id=124885 says otherwise on the issue of WHP ):
Z6/y8 = 125-127 HP
Y5 = 115 HP.
Saying this… let’s take a y5 motor equipped with a z6 transmission, and a complete y8 both in a Civic CX, same driver. We’re off the line, but at 2500, Vtec is in and a motor that was designed to be in Vtec for a long time, is running. What’s that y8 going to do? It’s Vtec crossover isn’t until 4500 RPM’s which means, the VTEC-E HX is almost ALWAYS going to stay in Vtec. It’s only a theory and I invite any guru’s to come along and correct me if I’m wrong… but, Vtec is what makes almost ANY Honda motor worth what it is. And wouldn’t that mean that the HX , 9:10 ratio, is going to win? I think so.
Here’s a claim from bretx0r, someone who’s posts I went and WEEDED through for hours to find out EVERYTHING he had on his HX.
https://honda-tech.com/zerothread?id=399904 . This… is an HX with a custom turbo setup on the dyno. Minus lots of standard turbo odds and ends, ( timing, exhaust, etc. ). And untuned. Do you notice anything significant about this dyno?:
163.3whp and 164.6lb-ft torque
D16Y5
T25 @9-10psi
12:1 FMU
Check Valves
Inline pump
HKS SSQ BOV
Starion intercooler
interesting how my car made more torque than horsepower
at the track i go 13.7@101 weighing about 2290lbs with driver
More torque than HP. If I can recall.. there is only ONE Honda motor that has more torque than horsepower and that’s the CX. Correct me if I’m wrong here. But in any case, this isn’t the only reported case of such good results with a motor that everyone thinks is inferior. I’ve talked to two people other than bretx0r stating that it “hauled ***” and even beat other turbo charged SOHC motors with no problem. I’m willing to bet, that it’s a constant thing and not just a fluke. That the y5 when turbo charged produces more Torque than WHP. We’ll see when I get it done.
This isn't the end of it all… I just wanted to put up some info after writing and still sifting through about what I’ve found.
Again this is to inform…
I’m currently looking out for information such as:
Y5’s stock CC.
The Injectors and their CC rating compared to z6’s and y8’s.
Look forward to this thread being edited.
Modified by Civic Hx-T at 5:40 AM 2/2/2004
Modified by Civic Hx-T at 6:14 AM 2/18/2004
Disclaimer: This isn’t information that I’m claiming to be accurate or precise. This thread is intended to inform people on the values of the d16y5 (HX) motor and what it might be able to do. If you have any problems with anything I may have typed, be it wrong or opinion; please discuss it with me in a polite fashion. No one is here to tell anyone who’s right or wrong, we’re all here to learn.
The subject:
D16y5 – SOHC 1.6 liter Motor hailing from the Honda Civic HX coupe chassis.
The specs:
Civic HX Coupe - 2400lbs
Gas Mileage: 37cty/44hwy
HP: 115hp
TQ: 104 lbs-ft
Background:
A lighter weight d-series motor that came out of a lighter weight Honda Civic coupe. You've seen them riding around, with those silver wheels and before you knew what they were… you said “Oooooh alloy”. Back when it made it’s debut, there wasn’t supposed to be any real aftermarket support, so those who got “stuck” with the red-headed step child of the d-series motors (as called by many), were just out of luck. Now there’s a bit more, but still not enough to outwardly say that the SOHC Hx is just as good as a d16z6 ( usdm 1992-1995 Honda Civic EX/SI ) or the obd2 d16y8 ( Usdm obd2 1996 and Higher Civic. ). The reason for this: Honda’s underrated Vtec-E system
Vtec-E: Be afraid… not really.
E for “efficiency”, not “economy”. as most people think. What’s this Vtec-E? Well… here’s a longer explanation at: http://www.leecao.com/honda/vtec/sohcvtece.html .
To sum it up a bit… it’s the newer kind of Vtec for grandma’s who want to get more groceries on one tank of gas. Get it? But obviously, Vtec is out and Vtec-E and I-Vtec are in. So the regular Vtec MUST be old technology correct? My case in point:
The Mission:
If Vtec is obsolete and I and E are in… then why can’t this Vtec-E be just as good…. No wait… BETTER than any z6 or y8 could be? Soon to be acquiring one of these unloved beasts… I’ll be keeping this thread up to date on how it works and what I get out of it.
For your big fat information ----
Roller-Rockers:
(Information taken from SpadeÃs thread which is here… https://honda-tech.com/zerothread?id=335078 ) … Roller rockers are cam followers that have wheels instead of a contact point. They greatly reduce friction and, the D16Y5 (HX) has them!
Unfortunately, it only has a 2-lobe cam instead of a 3-lobe cam. Again another crazy topic that has been discussed a few times. Still with a custom cam, This VTEC-E head could theoretically produce more power than the VTEC head ever could. Since the rollers would allow for a cam lobe so aggressive that the regular followers would fail.
I say—Well if this is true and the VTEC-E d16y5 motor could produce more power than a z6 or y8 could ever have done? Then why haven’t we seen it? Main reason: People are afraid to try what hasn’t been done.
The y5 Tranny: We lose this one.
Darn this CVT. Here’s basically what it does, (information gotten from https://honda-tech.com/zerothread?id=358794 care of JD_B18CDX ) , is do what an automatic transmission would. Not very good… and with such tall gears well, there’s no good going with the HX transmission. The only choice is to swap for a y8 or z6, which in my case is the z6 tranny.
Cam:
(Another one of Spade’s threads… https://honda-tech.com/zerothread?id=101349 … This guy doesn’t quit. =P )
When compared to the y8 (Which is better than the z6 anyway…see the Ultimate D series Link at the top. ) ---
D16Y5
Intake
Primary......38.4mm
Secondary..32mm
Exhaust.......38.8mm
D16Y8
Intake
Primary.....36.8mm
Mid............38.3mm
Secondary..37mm
Exhaust........38mm
And for those of you who don't know the HX above 3000 connects both valves together and they both use the 38.4 lobe.
Well look at that. The y5 only has two lifts, primary and secondary, thanks to the two lobes and as you can see.. The primary is a near 2 ’a half mms higher than the y8’s aggressive cam. Making for an even MORE aggressive cam. Score another one for the y5 so far.
Stock parts in comparison:
Taking apart the motor, you’ll notice several things.
Already on the list is the y5 transmission… not a good idea for those of us looking for more go out of their HX than gas mileage.
Second… the intake manifold. Oh boy… needless to say the y8 still has all D-series manifolds beat by a long shot. Check out the Ultimate D-series link up at top to read all about it. Bigger runners, more air flow… even z6 owners need this by Spade’s book. But here’s the problem… the y5 has that annoying EGR Valve, meaning if you take off the stock I/M well your ecu is going to start throwing CEL codes. This is why everyone suggest that you use the STOCK ECU. Check this link out for more info on that subject. Http://www.honda-tech.com/zerothread?id=445689 .
Third… Exhaust manifold. HX’s have the oddest ( to me ) setup here. Being that the Cat is located right beneath the exhaust manifold ( so I’m told ). This is another task in finding the right one from another D-series. For a guy like me; I’m going VX because a turbo is on it’s way anyway… meaning relocating is already imperative. If you aren’t planning to turbo charge well… time to get a custom setup going. That way you can indulge in other d-series catback systems. Though I’m not exactly sure of what problems this will cause because I haven’t done it JUST yet.
So what do we have so far? Though the y5 loses in certain departments that really do count ( I/M, E/M, Transmission, etc. ), it excels in others. A higher lifting cam is one and the Head is another. With proper attention and a bit of research, it should definitely be able to surpass the other SOHC motor’s by far and I’m an avid believer in this theory.
Swapping it up with the y5:
Here’s where I’m getting into a heap of trouble. You’re asking in the first place… “Who in their right mind would go HX in a CX Honda Civic hatch? This guy is stupid.”. Well here’s my deal.
I’m purchasing, within the next few days, a complete engine swap consisting of this:
D16y5 Longblock – 60k
D16z6 Transmission.
D16z6 Intake Manifold and Throttle Body
D16z6 Distributor
Obd1 P28 ECU
Motor Mounts
A/C brakets
And minor other parts.
Total Cost: 400 even on a pick-up and take agreement.
With so many z6 parts already on the list, and the lack of having to hunt for them, how can I go wrong with trying this project? If it doesnÃt work, then I scrap the y5 longblock and pickup an easy to find z6 longblock, drop it, and run that. I can’t really lose, I can only gain knowledge.
Did you notice the p28 ecu in there? “I thought you were'nt supposed to use any other ecu but the HX”. Well that’s what was stated… but I’m going to have to go against this one. With a little more research ( Read thread here: https://honda-tech.com/zerothread?id=750142 Thanks to b18c5-eh2 especially and others. ), I found out what’s the big hold up on the HX ecu. The Vtec cross over point.
The d16y5’s power is really experienced in Vtec-E mode… that’s where the motor starts to shine. At about 2500 – 3000 RPM, the two roller rockers lock together and open up the valves, allowing more air to get in when the demand is higher. So once that Vtec-E kicks in, it's a world of trouble. Unfortunately, with an obd1 p28 ecu or any others just about, you’ll experience a serious loss in power up until the ecu sends out the signal for vtec… which is much higher than 3000 RPM. You’re in trouble, and you’re definitely going to get burned.
So what if we did this? The ultimate tuning box + Obd1 p28 ECU = Rapage. An Apex’I VAFC is made for something like this. With the ability to set the Vtec cross over point wherever it’s desired by the user (just don’t be stupid), we tell that damned ECU to send the output at exactly 2500 and boom… I <3 my Honda stickers all in your face. Not to mention, with the addition of the VAFC, tuning the fuel and everything else is going to be easy even off an *** dyno. (Hopefully B18c5 will help me with this when it’s time, since he lives close.). Edit here: Forgot to mention, thanks Bauley, that the VAFC only allows C/o points to be set between 3000+. So that means you'll have anywhere between 500 - 300 RPM's of bog on your hands. Though this isn't that much of a difference. Options might include: A hondata system and an authorized dealer tuning the C/O to 2500 manually. I'll research this more.. though for now... Vafc is where it's at.
And speaking of Vtec Cross over points… isn’t the z6/y8 around 4300 – 4700 RPM? Well let’s take that in mind. We’ve got AROUND the same power ( though this dyno: https://honda-tech.com/zerothread?id=124885 says otherwise on the issue of WHP ):
Z6/y8 = 125-127 HP
Y5 = 115 HP.
Saying this… let’s take a y5 motor equipped with a z6 transmission, and a complete y8 both in a Civic CX, same driver. We’re off the line, but at 2500, Vtec is in and a motor that was designed to be in Vtec for a long time, is running. What’s that y8 going to do? It’s Vtec crossover isn’t until 4500 RPM’s which means, the VTEC-E HX is almost ALWAYS going to stay in Vtec. It’s only a theory and I invite any guru’s to come along and correct me if I’m wrong… but, Vtec is what makes almost ANY Honda motor worth what it is. And wouldn’t that mean that the HX , 9:10 ratio, is going to win? I think so.
Here’s a claim from bretx0r, someone who’s posts I went and WEEDED through for hours to find out EVERYTHING he had on his HX.
https://honda-tech.com/zerothread?id=399904 . This… is an HX with a custom turbo setup on the dyno. Minus lots of standard turbo odds and ends, ( timing, exhaust, etc. ). And untuned. Do you notice anything significant about this dyno?:
163.3whp and 164.6lb-ft torque
D16Y5
T25 @9-10psi
12:1 FMU
Check Valves
Inline pump
HKS SSQ BOV
Starion intercooler
interesting how my car made more torque than horsepower
at the track i go 13.7@101 weighing about 2290lbs with driver
More torque than HP. If I can recall.. there is only ONE Honda motor that has more torque than horsepower and that’s the CX. Correct me if I’m wrong here. But in any case, this isn’t the only reported case of such good results with a motor that everyone thinks is inferior. I’ve talked to two people other than bretx0r stating that it “hauled ***” and even beat other turbo charged SOHC motors with no problem. I’m willing to bet, that it’s a constant thing and not just a fluke. That the y5 when turbo charged produces more Torque than WHP. We’ll see when I get it done.
This isn't the end of it all… I just wanted to put up some info after writing and still sifting through about what I’ve found.
Again this is to inform…
I’m currently looking out for information such as:
Y5’s stock CC.
The Injectors and their CC rating compared to z6’s and y8’s.
Look forward to this thread being edited.
Modified by Civic Hx-T at 5:40 AM 2/2/2004
Modified by Civic Hx-T at 6:14 AM 2/18/2004
02-01-2004, 07:53 PM
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Re: Getting started: The d16y5 Civic CX project. (Civic Hx-T)
Good thread. 
I am curious to see what you can get out of the d16y5. Why don't you try doing those mods while still using the Hx ecu? I would like to see that.
With my Hx the biggest difference in performance I saw was by switching transmissions. Makes a world of difference.
I am curious to see what you can get out of the d16y5. Why don't you try doing those mods while still using the Hx ecu? I would like to see that.
With my Hx the biggest difference in performance I saw was by switching transmissions. Makes a world of difference.
02-01-2004, 07:53 PM
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Re: (EXITSi)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EXITSi »</TD></TR><TR><TD CLASS="quote">What about the b20b the CRV motor ? good luck with your project as well.
-topher</TD></TR></TABLE>
Because he is trying something different.
-topher</TD></TR></TABLE>
Because he is trying something different.
02-01-2004, 07:55 PM
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Ahh the reason being is actually in that thread I started.. this one:
https://honda-tech.com/zerothread?id=750142
It seems like turning my whole vehicle into an OBD2 car is more trouble that it MAY be worth.
Though supposedly the HX and it's rightful ECU is supposed to haul ***, it isn't proven that with the correct equipment ( VAFC ) that the p28 can't do the same for it.
https://honda-tech.com/zerothread?id=750142
It seems like turning my whole vehicle into an OBD2 car is more trouble that it MAY be worth.
Though supposedly the HX and it's rightful ECU is supposed to haul ***, it isn't proven that with the correct equipment ( VAFC ) that the p28 can't do the same for it.
02-01-2004, 07:58 PM
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Re: (Civic Hx-T)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Civic Hx-T »</TD></TR><TR><TD CLASS="quote">
Though supposedly the HX and it's rightful ECU is supposed to haul ***, it isn't proven that with the correct equipment ( VAFC ) that the p28 can't do the same for it.</TD></TR></TABLE>
PLUS...according to spade if you retain the stock ECU you cant swap the manifold out...if you use the Y5 ECU you must retain the head and intake manifold...
Though supposedly the HX and it's rightful ECU is supposed to haul ***, it isn't proven that with the correct equipment ( VAFC ) that the p28 can't do the same for it.</TD></TR></TABLE>
PLUS...according to spade if you retain the stock ECU you cant swap the manifold out...if you use the Y5 ECU you must retain the head and intake manifold...
02-01-2004, 07:59 PM
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Mucho Correcto Mr. Bauley...
That EGR valve problem ( do a search on it, i'll have some info up for those wanting to know. ) will be solved also. Why?
Because a p28 isn't going to be looking for an EGR valve or anything that sounds like it... no obd1 Civic came with an EGR valve... thus making it useless.
That EGR valve problem ( do a search on it, i'll have some info up for those wanting to know. ) will be solved also. Why?
Because a p28 isn't going to be looking for an EGR valve or anything that sounds like it... no obd1 Civic came with an EGR valve... thus making it useless.
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02-01-2004, 08:00 PM
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Re: (EXITSi)
u r the ****. very long but i enjoyed every word said with a big smile on my face as i was reading. nice info. thats a great price 4 a swap. y5s r the ****.
02-01-2004, 08:09 PM
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Re: (Civic Hx-T)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Civic Hx-T »</TD></TR><TR><TD CLASS="quote">Mucho Correcto Mr. Bauley...
That EGR valve problem ( do a search on it, i'll have some info up for those wanting to know. ) will be solved also. Why?
Because a p28 isn't going to be looking for an EGR valve or anything that sounds like it... no obd1 Civic came with an EGR valve... thus making it useless.</TD></TR></TABLE>
HOLLAR...and remember you can only go to 3000 on a VAFC...when you need 2500-2700 rpm for stock HX operation
That EGR valve problem ( do a search on it, i'll have some info up for those wanting to know. ) will be solved also. Why?
Because a p28 isn't going to be looking for an EGR valve or anything that sounds like it... no obd1 Civic came with an EGR valve... thus making it useless.
</TD></TR></TABLE>HOLLAR...and remember you can only go to 3000 on a VAFC...when you need 2500-2700 rpm for stock HX operation
02-01-2004, 08:11 PM
#11
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3000 is still better than 4500 no?
And i'll see how the motor really acts when the VAFC is hooked up and im taking it down to the warehouses to try it out.
Between 300 - 500 RPm's isn't alot. It's a minor bog, but i'm still a clean 1500 RPM's ahead when my Vtec kicks in.
And i'll see how the motor really acts when the VAFC is hooked up and im taking it down to the warehouses to try it out.
Between 300 - 500 RPm's isn't alot. It's a minor bog, but i'm still a clean 1500 RPM's ahead when my Vtec kicks in.
02-01-2004, 08:14 PM
#12
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Re: (BauleyCivic)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by BauleyCivic »</TD></TR><TR><TD CLASS="quote">
HOLLAR...and remember you can only go to 3000 on a VAFC...when you need 2500-2700 rpm for stock HX operation</TD></TR></TABLE>
i wouldnt even change the vtec setting. its pretty good where it is.
HOLLAR...and remember you can only go to 3000 on a VAFC...when you need 2500-2700 rpm for stock HX operation</TD></TR></TABLE>
i wouldnt even change the vtec setting. its pretty good where it is.
02-01-2004, 08:18 PM
#14
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Re: (HXvtec)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HXvtec »</TD></TR><TR><TD CLASS="quote">
i wouldnt even change the vtec setting. its pretty good where it is. </TD></TR></TABLE>
at 4500???
i wouldnt even change the vtec setting. its pretty good where it is. </TD></TR></TABLE>
at 4500???
02-01-2004, 08:20 PM
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LoL. Yeah it DEFINITELY has to be changed.
4500 i'm dead meat. =P
Also Bauley.. i just realized your sig...
SOHC VTEC D15
15.9@86 w/ DX Tranny
Check this out:
https://honda-tech.com/zero...age=1
Bretx0r was trying to tell people that he ran the same as you in his basically Stock HX... but they called him BS.
-
4500 i'm dead meat. =P
Also Bauley.. i just realized your sig...
SOHC VTEC D15
15.9@86 w/ DX Tranny
Check this out:
https://honda-tech.com/zero...age=1
Bretx0r was trying to tell people that he ran the same as you in his basically Stock HX... but they called him BS.
-
02-01-2004, 08:22 PM
#16
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Re: (BauleyCivic)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by BauleyCivic »</TD></TR><TR><TD CLASS="quote">
at 4500???</TD></TR></TABLE>
yea but ull be running on 8 valves till 4500
at 4500???</TD></TR></TABLE>
yea but ull be running on 8 valves till 4500
02-01-2004, 08:30 PM
#18
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LoL Very bad.
Scroll up at look at the link concerning the HX ECU...
Http://www.honda-tech.com/zerothread?id=445689
Read through it. It'll explain why you would want Vtec crossover at the lowest possible setting on a VAFC, which is 3000.
One more option that I think, i'll go and research it also, is a custom tuned Hondata system, either 100 or the newer 2.
I believe that an authorized tuner would actually be able to set the C/O point at exactly 2500 with adjustments.
And if you're thinking this is dangerous... remember... the d16y5's Vtec c/o is 2500 stock, that means it was made to run in Vtec for a long period of time.
Scroll up at look at the link concerning the HX ECU...
Http://www.honda-tech.com/zerothread?id=445689
Read through it. It'll explain why you would want Vtec crossover at the lowest possible setting on a VAFC, which is 3000.
One more option that I think, i'll go and research it also, is a custom tuned Hondata system, either 100 or the newer 2.
I believe that an authorized tuner would actually be able to set the C/O point at exactly 2500 with adjustments.
And if you're thinking this is dangerous... remember... the d16y5's Vtec c/o is 2500 stock, that means it was made to run in Vtec for a long period of time.
02-01-2004, 08:34 PM
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Re: (sohcvtec1995)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sohcvtec1995 »</TD></TR><TR><TD CLASS="quote">nice thread</TD></TR></TABLE>
wassup dogg. yes nice thread indeed
wassup dogg. yes nice thread indeed
02-01-2004, 09:16 PM
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Re: (Civic Hx-T)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Civic Hx-T »</TD></TR><TR><TD CLASS="quote">
Read through it. It'll explain why you would want Vtec crossover at the lowest possible setting on a VAFC, which is 3000.
One more option that I think, i'll go and research it also, is a custom tuned Hondata system, either 100 or the newer 2.
</TD></TR></TABLE>
Now you're headed in the right direction
Read through it. It'll explain why you would want Vtec crossover at the lowest possible setting on a VAFC, which is 3000.
One more option that I think, i'll go and research it also, is a custom tuned Hondata system, either 100 or the newer 2.
</TD></TR></TABLE>
Now you're headed in the right direction
02-01-2004, 09:30 PM
#24
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good luck. sounds like a fun, challenging project that will hopefully be ground breaking. one thing you should really consider is hondata. i have a feeling that you're going to need some serious fine tuning on a dyno; especially if you're boosting it - a vafc probably just won't cut it.
02-01-2004, 09:42 PM
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You know what? Jwn7 and Bauley? Im really thinking of that right now... eating my oatmeal.
I think im going to use the VAFC at first, then when it's turbo, invest in some Hondata because i'll yield MUCH better results with that than a VAFC.
My bling Factor just went down the drain.
I think im going to use the VAFC at first, then when it's turbo, invest in some Hondata because i'll yield MUCH better results with that than a VAFC.
My bling Factor just went down the drain.
