94 Civic VX HB suggestions?
07-18-2003, 09:50 AM
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94 Civic VX HB suggestions?
hello...
just picked up one of these... it's bone stock... and i'm sure you already know how much of a dog it is... i'd like to get started on performance modding... however, since i'm new to honda's, i am not sure where to begin... i'm almost certain i will have to go hybrid to get any significant power increase but, i am open to all suggestions... aside from the usual b-series motors talk, lately, i've been reading about h22's... thanx in advance...
dc
just picked up one of these... it's bone stock... and i'm sure you already know how much of a dog it is... i'd like to get started on performance modding... however, since i'm new to honda's, i am not sure where to begin... i'm almost certain i will have to go hybrid to get any significant power increase but, i am open to all suggestions... aside from the usual b-series motors talk, lately, i've been reading about h22's... thanx in advance...
dc
07-18-2003, 09:59 AM
#2
Re: 94 Civic VX HB suggestions? (dciccare)
Search...
Also the VX is no dog man... 92 HP in VTEC-E mode
How much can you afford tops? What are your goals? 1/4? Auto-X? Daily driver? Pizza delivery car?
Also the VX is no dog man... 92 HP in VTEC-E mode
How much can you afford tops? What are your goals? 1/4? Auto-X? Daily driver? Pizza delivery car?
07-18-2003, 10:04 AM
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Re: 94 Civic VX HB suggestions? (Nikos)
auto-x and daily driver but, i would like it to be peppy too...
the car is not too bad, however, i have not read of many
people modding this type of engine... most people seem to
like this model cuz its weight is relatively low and cuz it's
already wired (like the si) for vtec...
where would you suggest i search?
thanx
dc
the car is not too bad, however, i have not read of many
people modding this type of engine... most people seem to
like this model cuz its weight is relatively low and cuz it's
already wired (like the si) for vtec...
where would you suggest i search?
thanx
dc
07-18-2003, 10:08 AM
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Re: 94 Civic VX HB suggestions? (dciccare)
just work on your suspension or whatever and leave the engine alone. save up for a swap. in the mean time enjoy the gas mileage of that engine.
07-18-2003, 10:45 AM
#7
Re: 94 Civic VX HB suggestions? (dciccare)
If you have 5000 available:
I would get a b18c1 swap for $2800-$3500 (depending on the deal and condition). Install it for another $500 if you cannot do it yourself.
And once you drive the car with the swap in it and stock suspension, you see what you want.....
By the time the car is running with the b18c1 in it, out of the $5000 you will probably have anywhere between $500-$1000 left over for suspension.. good luck!!
When I said search, I meant search for keywords like b18c1 or b16a, and "which swap" and "h22 or b18c1"
I forgot to give you the h22 option that is not as easy as the b series engines but has been done by many people in this board.
As far as the H series engines read this
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote »</TD></TR><TR><TD CLASS="quote">Interestingly, what you won't find under the hood of any of those dragsters is an H series engine. Despite apparent built-in advantages--such as a closed deck from the factory and a bigger bore and stroke--chief Holeshot wrencher Aaron Bonk tells us that the H is rarely used in drag engines. Part of the reason is the way the cylinders are lined. The sleeves in the H are much thinner, which don't allow for the flexibility in boring that one can take advantage of with a race-prepped B series engine. Because of this, the cylinder walls can't take the ultra-high boost levels found in modern front-wheel drive dragsters. Bonk points out that while an H engine can comfortably produce between 600 and 700 hp, there are B engines that are putting out close to 1000. Luckily, for our street-driven Civic, such high-horsepower concerns are irrelevant, however interesting they may be.
</TD></TR></TABLE>
Also since you are saying you can afford $5000, you could probably pull off a b18c5 (type r engine) but it would require a good deal and for you to do the work on your own and no money would be left for suspension.
Although the type-r motor at first glance looks a little bit stronger (by 20 HP) than its b-series brother, it is actually very different.
Read this to see to realize the amount of engineering behinf the type-r motor
Why does Honda choose to tune the R by hand?
Japan's automobile makers are famous for using their experience and knowledge gained in the racing field and making use of it in their production lines for street cars. Well, the sad truth is that most of the time, such things are thrown around as hype -- most automobile makers will make a car "inspired" by racing, but they don't actually employ racing technology, and automobile makers never really "fully tune" their cars. However the Integra Type R is not so. Its racing spirit is not that of image, but is in its generous use of racing technology. The Type R is a car that comes fully tuned straight from the manufacturer.
In order to increase compression ratio, the side molds of the pistons were increased. (Pent-Roof-type Piston) The inside was shaved to balance out the total weight, and the aluminum pistons were forged in order to retain precision.
Though the easiest way to increase horsepower is by increasing displacement or installing a turbo, Honda has made its reputation by sticking to its NA engines. The Integra's VTEC B18C type engine retained its stock displacement, but Honda increased its horsepower from 180 to 200. It's only *20* horses more, but those 20 horses were really tweaked out using Honda's formula 1 knowledge -- from an engine that was already getting 100 horsepower per liter. Fumiyasu Suga, Type R's assistant chief engineer, was kind enough to sit down with us.
Currently, production line engines and engine parts are made by computer-guided NCR machines, and are of very high quality. However, Mr. Suga believes that in order to make a true race engine, some parts must be built/assembled by hand. In specific, the assembling of the engine, balancing parts, and porting and polishing need to be done by hand. Amazingly, all Type R engines are built this way.
Custom-made connecting rods for the Type R. It is made to withstand the higher rpm's, and is still lighter than the stock parts. These Type R parts are made with such precision that the weight difference between all four rods is so small that it is negligible.
Naturally, porting and polishing excessively won't yield good results -- it will only upset the balance between displacement and peak rpm's. Some basic physics explained... In any cylindrical enclosure/piping, the closer air is to the metal wall, it will flow slower, and the closer it is to the center of the cylinder, it will flow faster. As rpm's increase, slight variations in the enclosure will cause for serious air flow disturbances. Logically speaking, a straight, cylindrical port would prevent any problems of air-flow disturbance, but with street cars and their limited engine bay space, the port has to be bent. The stock port is built to within such precision that it can already withstand rpm's of up to 7,000 rpm without creating any unwanted air-flow disturbances, but once it reaches 8,500 rpm, the engine struggles to keep the air flowing smoothly. To augment this problem, two of the best mechanics at Honda were selected and assigned to manually port and polish the engine components. Though this limits production to 25 engines a day, this allows for the engine to reach 8,500 rpm, and respectively, 200 horsepower. For those of us who want to port and polish our GS-R engine parts, unfortunately, Honda would not disclose to us the details of this procedure.
The piston skirt was made lighter in order to lessen the inertial mass. Since lightening the piston causes the piston "neck" to rock back and forth, a molybdenum coating was applied to lessen friction.
Next, the valves and the valve springs needed to be upgraded in order to be able to withstand the high rpm's and the increased fuel injection. In order to increase air flow efficiency, the angle of the valve seat opening was tightened from 60 to 45 degrees. Also, bigger and lighter valves help to deliver more fuel. Instead of making the valve bigger, Honda engineers made the cone bigger and reduced the stem radius even further. In specific, the underside of the valve cone was shaved to its limit, and the valve shaft width was decreased from 5.5mm to 4.6mm -- making the valve 12% lighter than stock. Amazingly, the valves are made so precisely that their static balance differential is basically 0.0. We jokingly asked Mr. Suga what he would do if Honda's parts manufacturers sent over valves that had weight differences. His reply was quick and simple. "We would toss them out." Hm... very strict. Past 8,000 rpm, other valve-related problems occur. Such problems include surging, jumping, bouncing, etc... In order to prevent such problems, the valve springs are made by dual-bound springs. Furthermore, Honda used non-cylindrical, "flat" springs in order to keep the spring height near-stock, and still increase rebounding power.
Injectors installed on the underside of the pistons allow for improved cooling, and prevent the pistons from getting "burned-in".
The camshaft lift amount was changed for both intake and exhaust valves. The intake lift was increased from 10.6mm to 11.5mm, and the exhaust lift was increased from 9.4mm to 10.5mm. To compensate, the intake opening timing was increased from 10 to 15 degrees before piston apex, and closing timing was increased from 40 to 45 degrees after the piston reaching base. Likewise, the exhaust opening timing was increased from 40 to 45 degrees before the piston reaching base, and the closing timing was increased from 7 to 10 degrees after piston apex. By doing so, the valves remain open longer -- allowing for more air to enter the combustion chamber.
Unlike the base crankshaft, additional balancing weights were added on number 1 and 4, and allows for smooth, high-rpm revving -- making it a 8-weight, fully-balanced crankshaft.
The attachment point of the connecting rods to the crankshaft uses a new, adjustable connector that allows the mechanics to manually adjust the connection using a micrometer so they can compensate for the stretching of the connecting rod bolt.
One of the keys to tuning a NA engine is the piston. In order to increase the compression ratio, aluminum, pent-roof-type pistons were used. In order to keep a good precision of mass, the aluminum pistons were forged. The piston ring was given more space to move around in, and to prevent piston "head" shake caused by the extra space, a molybdenum coating (also used in the NSX) was applied to lessen friction. The con rods are specially made for the Type R, and have a neat, little letter "R" molded onto it. The precision weight of these con rods are 2 levels above that of on-line production models. The weight differential between all four rods is so small that it is negligible, and all contacting surface areas are finished off with a race-car, mirror finish, and is connected to a fully balanced crankshaft. Furthermore, the assembly of the con rods and the crankshaft play an important role in attaining the high rpm's. In order to ensure perfect assembly, the engine is taken off-line and these parts are assembled by hand. A custom con rod micrometer gauge is used, and the stretching of the con rod bolt is taken into account for as the connections are tightened. This is something no machine can do, and this ensures that there aren't any unwanted vibrations at high rpm.
The dual-port intake manifold was "simplified" to a single-port -- allowing the torque curve peak to be at an unusually high 7,500 rpm. Very unusual indeed, but compliments the horsepower curve peak at 8,000 rpm.
In order to prevent engine knocking at high rpm's, NGK's high-spark #7 platinums are used. Honda is so meticulous with its Type R production that it actually coats the spark plug tip with silicone so the spark plug doesn't collect any unwanted deposits during the stop-and-go of transportation. (Wow... does that help any?)
Two of the best mechanics at Honda port and polish the manifolds by hand in order to create a high-rpm engine. Due to the manual process, only 25 engines a day can be created. Our sources have confirmed that their are now 5 mechanics working full time on port and polish. Ed.
The intake port was simplified from a dual-port to a single-port -- in hopes of making high-speed air flow better. The stock exhaust piping that varied in width from 48.6mm~50.8mm was upgraded to a full piping with 57.2mm width all the way. Furthermore, the fully stainless-steel header a-pipe employs a 4-2-1 design, but with no sharp edges in the A-pipe when going from 2 to 1. This is a feature that is said to be impossible to do in mass-production.
The valve springs are not cylindrical, but flat -- and made of dual-bound springs. This prevents the surging effect at high rpm's, and avoids any interference with the pistons. The cut-off area of the springs are done with the most extreme care.
Bigger valves have their advantages, but are heavier. The Type R's valves were redesigned so as to have a bigger cone area, but still be 12% lighter.
In overview, over 60 engine-related parts were changed or entirely re-designed for the Type R. We asked Mr. Suga for any other advice on tuning the Type R any further. He replied, "I would prefer that people don't try to further tune the Type R. No, actually, they shouldn't try. Each upgraded part works in perfect harmony, and fiddling with the factory setting will only lead to a decrease in performance." It's probably safe to say that the Type R is a rare, "fully tuned" and "stock" automobile.
In order to make exhaust air flow smoother, there are no sharp angles in the header. Furthermore, in order to lighten/strengthen the parts, stainless steel was used.
Impossible to do in mass-production, all exhaust piping is welded together with no sharp edges throughout. Also, the piping was upgraded to 57.2mm throughout to increase air flow.
The muffler is a multi-chamber design, and does a wonderful job of dissipating sound. However, the funnel-shaped piping in-between the chambers makes it a very free-flowing exhaust.
--------------------------------------------------------------------------------
Integra Type R Specs
Bore/Stroke Stock
Displacement Stock
Compression Ratio 11.1
Valve Width See above
Plugs #7 Platinum
Throttle Body 62mm (+ 2mm of stock)
Intake Manifold Single Port
Air Intake Width 70mm (+ 5mm of stock)
Exhaust Piping 57.2mm (+6.4mm~8.6mm of stock)
Tail Pipe Width 76mm (+25.2mm of stock)
--------------------------------------------------------------------------------
Mass Gain (compared to GS-R)
Stiffer Suspension/High-grip tires +5.500kg
LSD +1.500kg
Performance Rod & Aluminum Make +3.440kg
Body Stiffening Metal Sheets +1.711kg
Strengthening Wheel Bolts & Bearings +0.704kg
Strengthening Tailgate Area +0.313kg
Stiffer Rubber Exhaust Piping Mounts +0.140kg
Recaro Seats +6.647kg
Front Spoiler +1.034kg
Rear Spoiler +2.900kg
Miscellaneous +1.160kg
Total Increase: +25.049kg
--------------------------------------------------------------------------------
Mass Reduction (compared to GS-R)
Lighten Flywheel -0.750kg
Lighter Engine, Exhaust Pipings -3.329kg
Aluminum Radiator -1.350kg
Compact Battery -3.000kg
Lighter Aluminum Wheels -5.200kg
Floor Sheetmetal Removed -10.665kg
Dashboard Insulator Removed -3.869kg
Fuel Tank Wave Absorber Removed -0.450kg
Floor Heat Panel Removed -0.272kg
Resin Spare Tire Lid -0.997kg
Aluminum Left-Side "Stopper Bracket" -1.300kg
MOMO Small-Radius Steering Wheel -0.700kg
Rear Wiper Removal -1.851kg
Car Stereo & Antenna Removal (optional) -5.665kg
Air Conditioner Removal (optional) -18.700kg
Miscellaneous -6.919kg
Total Decrease: -65.017kg
Best 1/4 E.T.: 14.66 "Bone" stock.
I would get a b18c1 swap for $2800-$3500 (depending on the deal and condition). Install it for another $500 if you cannot do it yourself.
And once you drive the car with the swap in it and stock suspension, you see what you want.....
By the time the car is running with the b18c1 in it, out of the $5000 you will probably have anywhere between $500-$1000 left over for suspension.. good luck!!
When I said search, I meant search for keywords like b18c1 or b16a, and "which swap" and "h22 or b18c1"
I forgot to give you the h22 option that is not as easy as the b series engines but has been done by many people in this board.
As far as the H series engines read this
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote »</TD></TR><TR><TD CLASS="quote">Interestingly, what you won't find under the hood of any of those dragsters is an H series engine. Despite apparent built-in advantages--such as a closed deck from the factory and a bigger bore and stroke--chief Holeshot wrencher Aaron Bonk tells us that the H is rarely used in drag engines. Part of the reason is the way the cylinders are lined. The sleeves in the H are much thinner, which don't allow for the flexibility in boring that one can take advantage of with a race-prepped B series engine. Because of this, the cylinder walls can't take the ultra-high boost levels found in modern front-wheel drive dragsters. Bonk points out that while an H engine can comfortably produce between 600 and 700 hp, there are B engines that are putting out close to 1000. Luckily, for our street-driven Civic, such high-horsepower concerns are irrelevant, however interesting they may be.
</TD></TR></TABLE>
Also since you are saying you can afford $5000, you could probably pull off a b18c5 (type r engine) but it would require a good deal and for you to do the work on your own and no money would be left for suspension.
Although the type-r motor at first glance looks a little bit stronger (by 20 HP) than its b-series brother, it is actually very different.
Read this to see to realize the amount of engineering behinf the type-r motor
Why does Honda choose to tune the R by hand?
Japan's automobile makers are famous for using their experience and knowledge gained in the racing field and making use of it in their production lines for street cars. Well, the sad truth is that most of the time, such things are thrown around as hype -- most automobile makers will make a car "inspired" by racing, but they don't actually employ racing technology, and automobile makers never really "fully tune" their cars. However the Integra Type R is not so. Its racing spirit is not that of image, but is in its generous use of racing technology. The Type R is a car that comes fully tuned straight from the manufacturer.
In order to increase compression ratio, the side molds of the pistons were increased. (Pent-Roof-type Piston) The inside was shaved to balance out the total weight, and the aluminum pistons were forged in order to retain precision.
Though the easiest way to increase horsepower is by increasing displacement or installing a turbo, Honda has made its reputation by sticking to its NA engines. The Integra's VTEC B18C type engine retained its stock displacement, but Honda increased its horsepower from 180 to 200. It's only *20* horses more, but those 20 horses were really tweaked out using Honda's formula 1 knowledge -- from an engine that was already getting 100 horsepower per liter. Fumiyasu Suga, Type R's assistant chief engineer, was kind enough to sit down with us.
Currently, production line engines and engine parts are made by computer-guided NCR machines, and are of very high quality. However, Mr. Suga believes that in order to make a true race engine, some parts must be built/assembled by hand. In specific, the assembling of the engine, balancing parts, and porting and polishing need to be done by hand. Amazingly, all Type R engines are built this way.
Custom-made connecting rods for the Type R. It is made to withstand the higher rpm's, and is still lighter than the stock parts. These Type R parts are made with such precision that the weight difference between all four rods is so small that it is negligible.
Naturally, porting and polishing excessively won't yield good results -- it will only upset the balance between displacement and peak rpm's. Some basic physics explained... In any cylindrical enclosure/piping, the closer air is to the metal wall, it will flow slower, and the closer it is to the center of the cylinder, it will flow faster. As rpm's increase, slight variations in the enclosure will cause for serious air flow disturbances. Logically speaking, a straight, cylindrical port would prevent any problems of air-flow disturbance, but with street cars and their limited engine bay space, the port has to be bent. The stock port is built to within such precision that it can already withstand rpm's of up to 7,000 rpm without creating any unwanted air-flow disturbances, but once it reaches 8,500 rpm, the engine struggles to keep the air flowing smoothly. To augment this problem, two of the best mechanics at Honda were selected and assigned to manually port and polish the engine components. Though this limits production to 25 engines a day, this allows for the engine to reach 8,500 rpm, and respectively, 200 horsepower. For those of us who want to port and polish our GS-R engine parts, unfortunately, Honda would not disclose to us the details of this procedure.
The piston skirt was made lighter in order to lessen the inertial mass. Since lightening the piston causes the piston "neck" to rock back and forth, a molybdenum coating was applied to lessen friction.
Next, the valves and the valve springs needed to be upgraded in order to be able to withstand the high rpm's and the increased fuel injection. In order to increase air flow efficiency, the angle of the valve seat opening was tightened from 60 to 45 degrees. Also, bigger and lighter valves help to deliver more fuel. Instead of making the valve bigger, Honda engineers made the cone bigger and reduced the stem radius even further. In specific, the underside of the valve cone was shaved to its limit, and the valve shaft width was decreased from 5.5mm to 4.6mm -- making the valve 12% lighter than stock. Amazingly, the valves are made so precisely that their static balance differential is basically 0.0. We jokingly asked Mr. Suga what he would do if Honda's parts manufacturers sent over valves that had weight differences. His reply was quick and simple. "We would toss them out." Hm... very strict. Past 8,000 rpm, other valve-related problems occur. Such problems include surging, jumping, bouncing, etc... In order to prevent such problems, the valve springs are made by dual-bound springs. Furthermore, Honda used non-cylindrical, "flat" springs in order to keep the spring height near-stock, and still increase rebounding power.
Injectors installed on the underside of the pistons allow for improved cooling, and prevent the pistons from getting "burned-in".
The camshaft lift amount was changed for both intake and exhaust valves. The intake lift was increased from 10.6mm to 11.5mm, and the exhaust lift was increased from 9.4mm to 10.5mm. To compensate, the intake opening timing was increased from 10 to 15 degrees before piston apex, and closing timing was increased from 40 to 45 degrees after the piston reaching base. Likewise, the exhaust opening timing was increased from 40 to 45 degrees before the piston reaching base, and the closing timing was increased from 7 to 10 degrees after piston apex. By doing so, the valves remain open longer -- allowing for more air to enter the combustion chamber.
Unlike the base crankshaft, additional balancing weights were added on number 1 and 4, and allows for smooth, high-rpm revving -- making it a 8-weight, fully-balanced crankshaft.
The attachment point of the connecting rods to the crankshaft uses a new, adjustable connector that allows the mechanics to manually adjust the connection using a micrometer so they can compensate for the stretching of the connecting rod bolt.
One of the keys to tuning a NA engine is the piston. In order to increase the compression ratio, aluminum, pent-roof-type pistons were used. In order to keep a good precision of mass, the aluminum pistons were forged. The piston ring was given more space to move around in, and to prevent piston "head" shake caused by the extra space, a molybdenum coating (also used in the NSX) was applied to lessen friction. The con rods are specially made for the Type R, and have a neat, little letter "R" molded onto it. The precision weight of these con rods are 2 levels above that of on-line production models. The weight differential between all four rods is so small that it is negligible, and all contacting surface areas are finished off with a race-car, mirror finish, and is connected to a fully balanced crankshaft. Furthermore, the assembly of the con rods and the crankshaft play an important role in attaining the high rpm's. In order to ensure perfect assembly, the engine is taken off-line and these parts are assembled by hand. A custom con rod micrometer gauge is used, and the stretching of the con rod bolt is taken into account for as the connections are tightened. This is something no machine can do, and this ensures that there aren't any unwanted vibrations at high rpm.
The dual-port intake manifold was "simplified" to a single-port -- allowing the torque curve peak to be at an unusually high 7,500 rpm. Very unusual indeed, but compliments the horsepower curve peak at 8,000 rpm.
In order to prevent engine knocking at high rpm's, NGK's high-spark #7 platinums are used. Honda is so meticulous with its Type R production that it actually coats the spark plug tip with silicone so the spark plug doesn't collect any unwanted deposits during the stop-and-go of transportation. (Wow... does that help any?)
Two of the best mechanics at Honda port and polish the manifolds by hand in order to create a high-rpm engine. Due to the manual process, only 25 engines a day can be created. Our sources have confirmed that their are now 5 mechanics working full time on port and polish. Ed.
The intake port was simplified from a dual-port to a single-port -- in hopes of making high-speed air flow better. The stock exhaust piping that varied in width from 48.6mm~50.8mm was upgraded to a full piping with 57.2mm width all the way. Furthermore, the fully stainless-steel header a-pipe employs a 4-2-1 design, but with no sharp edges in the A-pipe when going from 2 to 1. This is a feature that is said to be impossible to do in mass-production.
The valve springs are not cylindrical, but flat -- and made of dual-bound springs. This prevents the surging effect at high rpm's, and avoids any interference with the pistons. The cut-off area of the springs are done with the most extreme care.
Bigger valves have their advantages, but are heavier. The Type R's valves were redesigned so as to have a bigger cone area, but still be 12% lighter.
In overview, over 60 engine-related parts were changed or entirely re-designed for the Type R. We asked Mr. Suga for any other advice on tuning the Type R any further. He replied, "I would prefer that people don't try to further tune the Type R. No, actually, they shouldn't try. Each upgraded part works in perfect harmony, and fiddling with the factory setting will only lead to a decrease in performance." It's probably safe to say that the Type R is a rare, "fully tuned" and "stock" automobile.
In order to make exhaust air flow smoother, there are no sharp angles in the header. Furthermore, in order to lighten/strengthen the parts, stainless steel was used.
Impossible to do in mass-production, all exhaust piping is welded together with no sharp edges throughout. Also, the piping was upgraded to 57.2mm throughout to increase air flow.
The muffler is a multi-chamber design, and does a wonderful job of dissipating sound. However, the funnel-shaped piping in-between the chambers makes it a very free-flowing exhaust.
--------------------------------------------------------------------------------
Integra Type R Specs
Bore/Stroke Stock
Displacement Stock
Compression Ratio 11.1
Valve Width See above
Plugs #7 Platinum
Throttle Body 62mm (+ 2mm of stock)
Intake Manifold Single Port
Air Intake Width 70mm (+ 5mm of stock)
Exhaust Piping 57.2mm (+6.4mm~8.6mm of stock)
Tail Pipe Width 76mm (+25.2mm of stock)
--------------------------------------------------------------------------------
Mass Gain (compared to GS-R)
Stiffer Suspension/High-grip tires +5.500kg
LSD +1.500kg
Performance Rod & Aluminum Make +3.440kg
Body Stiffening Metal Sheets +1.711kg
Strengthening Wheel Bolts & Bearings +0.704kg
Strengthening Tailgate Area +0.313kg
Stiffer Rubber Exhaust Piping Mounts +0.140kg
Recaro Seats +6.647kg
Front Spoiler +1.034kg
Rear Spoiler +2.900kg
Miscellaneous +1.160kg
Total Increase: +25.049kg
--------------------------------------------------------------------------------
Mass Reduction (compared to GS-R)
Lighten Flywheel -0.750kg
Lighter Engine, Exhaust Pipings -3.329kg
Aluminum Radiator -1.350kg
Compact Battery -3.000kg
Lighter Aluminum Wheels -5.200kg
Floor Sheetmetal Removed -10.665kg
Dashboard Insulator Removed -3.869kg
Fuel Tank Wave Absorber Removed -0.450kg
Floor Heat Panel Removed -0.272kg
Resin Spare Tire Lid -0.997kg
Aluminum Left-Side "Stopper Bracket" -1.300kg
MOMO Small-Radius Steering Wheel -0.700kg
Rear Wiper Removal -1.851kg
Car Stereo & Antenna Removal (optional) -5.665kg
Air Conditioner Removal (optional) -18.700kg
Miscellaneous -6.919kg
Total Decrease: -65.017kg
Best 1/4 E.T.: 14.66 "Bone" stock.
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07-18-2003, 10:57 AM
#8
Thread Starter
Join Date: Jul 2003
Location: Livonia, MI, USA
Posts: 14
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Re: 94 Civic VX HB suggestions? (Nikos)
thanx a lot for the suggestions, Nikos... that's exactly the type of info that I was looking for... do you know how much (roughly) b16a2's (from 99-00 si's) cost out there? and what's the difference between those and the b16a2's in the 93-95 Del Sol's and the 1992-1995 Civic SiRII's? 
dc
dc
07-18-2003, 11:20 AM
#9
Re: 94 Civic VX HB suggestions? (dciccare)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by dciccare »</TD></TR><TR><TD CLASS="quote">thanx a lot for the suggestions, Nikos... that's exactly the type of info that I was looking for... do you know how much (roughly) b16a2's (from 99-00 si's) cost out there? and what's the difference between those and the b16a2's in the 93-95 Del Sol's and the 1992-1995 Civic SiRII's?
dc
</TD></TR></TABLE>
There is no real difference in price.. All 92-2000 b16a2 swaps go around $2400-$2700..
Only real difference is in the OBD1, OBD2. But as far as your VX is concerned, either one will work with apprpiate harness and ECU...
Most of the time, the OBD2 is plug and play as well if you do enough research ahead of time.
The mod here, B18C5-EH2 gives some good info in these 2 threads
read on
TOOLS YOU WILL NEED and other
https://honda-tech.com/zerothread?id=131949
wiring and other info
https://honda-tech.com/zerothread?id=543167
https://honda-tech.com/zerothread?id=540308
Don't thank me, thank TOM
PS Tom, I need a title ASAP
dc
</TD></TR></TABLE>
There is no real difference in price.. All 92-2000 b16a2 swaps go around $2400-$2700..
Only real difference is in the OBD1, OBD2. But as far as your VX is concerned, either one will work with apprpiate harness and ECU...
Most of the time, the OBD2 is plug and play as well if you do enough research ahead of time.
The mod here, B18C5-EH2 gives some good info in these 2 threads
read on
TOOLS YOU WILL NEED and other
https://honda-tech.com/zerothread?id=131949
wiring and other info
https://honda-tech.com/zerothread?id=543167
https://honda-tech.com/zerothread?id=540308
Don't thank me, thank TOM
PS Tom, I need a title ASAP
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staytrue
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