Just wanting to see what others are running and having success with. Like the title says I'm looking for suggestions and advise on intake and header matching. the engine is almost stock - I just installed .040 TopLine pistons. everything else is stock, even the computer.

Thanks in advance

Good point - 90 Honda Civic Si D16a6, removed unnecessary smog control hoses and that's about it. currently running stock air box, header and computer. The car came with a magnaflow muffler that exits underneath the car.


Modified by NW89Hatch at 3:15 PM 6/29/2006

 

Might help if you post what kind of car it will be used on!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by prkiller &raquo;</TD></TR><TR><TD CLASS="quote">Might help if you post what kind of car it will be used on! </TD></TR></TABLE>

Based on his SN, it might be an 89 hatch, but who knows...

BTW, thanks for the recomendation on the ASR kit.

 

Good question, but problem is, you need to take a few different ones to the dyno. Can't just recommend one and say that's it. Those that have spent the money on testing aren't gonna be too loose with their info.

That said, a 3" intake pipe "seems" to be a good place to start, but I'd compare it against the stock upper intake hose and box to see where you like the power.

$.02

 

didnt smsp make a d series header in the past for an ITA racer?

 

Call Midnight Performance at 916-852-6887 if you are serious about getting a set of headers made. The DC headers are a waste of money as they collect way too soon. We just dyno and track tested a 4-1 header in our H4 cars, both netting 10-12HP gain, with the entire torque curve shifted higher.

Of course, you could spend a fortune without making any gain if you don't spend the time to dyno and tune. So make sure you allow for that when you budget your intake and headers. PM me if you need more info.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by stealth430 &raquo;</TD></TR><TR><TD CLASS="quote">Call Midnight Performance at 916-852-6887 if you are serious about getting a set of headers made. The DC headers are a waste of money as they collect way too soon. We just dyno and track tested a 4-1 header in our H4 cars, both netting 10-12HP gain, with the entire torque curve shifted higher.

Of course, you could spend a fortune without making any gain if you don't spend the time to dyno and tune. So make sure you allow for that when you budget your intake and headers. PM me if you need more info.</TD></TR></TABLE>


Dyno charts back up claims.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by stealth430 &raquo;</TD></TR><TR><TD CLASS="quote">Call Midnight Performance at 916-852-6887 if you are serious about getting a set of headers made. The DC headers are a waste of money as they collect way too soon. We just dyno and track tested a 4-1 header in our H4 cars, both netting 10-12HP gain, with the entire torque curve shifted higher.

Of course, you could spend a fortune without making any gain if you don't spend the time to dyno and tune. So make sure you allow for that when you budget your intake and headers. PM me if you need more info.</TD></TR></TABLE>

*cough*bullshit*cough*

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by stealth430 &raquo;</TD></TR><TR><TD CLASS="quote">We just dyno and track tested a 4-1 header in our H4 cars, both netting 10-12HP gain, with the entire torque curve shifted higher. </TD></TR></TABLE>

10-12 gain over what? You're saying you have a header that makes 10-12 HP over the 4-1 DC header on a built .040" over ITA/H4 engine?

Just like the thread on "the other forum", it's not all about peak HP. We can race dyno's all day long, but I have a real hard time with your claims.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GraphiteAccord &raquo;</TD></TR><TR><TD CLASS="quote">
Dyno charts back up claims.</TD></TR></TABLE>

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by solo-x &raquo;</TD></TR><TR><TD CLASS="quote">
*cough*bullshit*cough*</TD></TR></TABLE>

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by stealth430 &raquo;</TD></TR><TR><TD CLASS="quote">Call Midnight Performance at 916-852-6887 if you are serious about getting a set of headers made. The DC headers are a waste of money as they collect way too soon. We just dyno and track tested a 4-1 header in our H4 cars, both netting 10-12HP gain, with the entire torque curve shifted higher.

Of course, you could spend a fortune without making any gain if you don't spend the time to dyno and tune. So make sure you allow for that when you budget your intake and headers. PM me if you need more info.</TD></TR></TABLE>

By saying the DC header collects way too soon I already know you have no idea about header technology or how it works, or you could be very misinformed. The Dc header collects way too late. To then say that you made a 10-12hp gain ok thats possiblle if you were running no header or something that shrouded off the ports but against a DC thats highly unlikely. Fast of the matter is we did the testing and it involved 5 headers of completely different designs and they were all withing 3hp

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by stealth430 &raquo;</TD></TR><TR><TD CLASS="quote">Call Midnight Performance at 916-852-6887 if you are serious about getting a set of headers made. The DC headers are a waste of money as they collect way too soon. We just dyno and track tested a 4-1 header in our H4 cars, both netting 10-12HP gain, with the entire torque curve shifted higher.

Of course, you could spend a fortune without making any gain if you don't spend the time to dyno and tune. So make sure you allow for that when you budget your intake and headers. PM me if you need more info.</TD></TR></TABLE>

Not true. BTW, we tested a bunch of headers including SMSP, Pucket, Bisi, DC 4-1, DC 4-2-1, and one other which which will remain nameless since it was a prototype only with expanding sections and various other design features. I will only say that the DC header did very well and leave it at that. This is not to say that another header can't be built to achieve better torque and horsepower bands, but you are very unlikely to see more than a couple of more horsepower and lbs-feet of torque.

 

J-Mac, how did the DC 4-2-1 do vs. the DC 4-1?

 

I don’t think I’m prepared to sit at the dyno yet. I called the guys at KingMotorSports and asked for there suggestions as well. They said they’re coming out with an air intake/header/computer configuration that should net a solid 10hp which sounds right up my alley. Honestly I’m not all that excited about waiting.

Correct me if I’m wrong – Honda Challenge allows cold air in takes that leave the engine bay. ITA does not – they must remain inside?

I though 4 -1 headers are better for the drag strip vs. 4-2-1 better for road courses

 

It depends where that header develops horsepower

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by NW89Hatch &raquo;</TD></TR><TR><TD CLASS="quote"> They said they’re coming out with an air intake/header/computer configuration that should net a solid 10hp </TD></TR></TABLE>

IMO, don't buy off-the-shelf ECU programs or chips. Live ECU tuning is where it's at. Looks like you're a local NW guy, so we'll put you in touch with the best programmer around once you're ready.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Ekasey &raquo;</TD></TR><TR><TD CLASS="quote">It depends where that header develops horsepower</TD></TR></TABLE>

x2

 

If you can get ahold of a Bisimoto header they are the best for the D series.

Honestly for the intake I would go with either an AEM or use any "short ram" and replace the filter with an RS Akimoto velocity stack and applicable K&N filter. The RS akimoto velocity stack is where it's at.



And have JohnG get you in touch with Crescent or IM "92typeR" his name is Marshall and he knows his ****....he tunes out of that shop Intec Racing in Kent. You will want to set your ECU up to run TurboEdit, anything else is a joke or illegal for your class.

Feel free to call me James.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by johng &raquo;</TD></TR><TR><TD CLASS="quote">Good question, but problem is, you need to take a few different ones to the dyno. Can't just recommend one and say that's it. Those that have spent the money on testing aren't gonna be too loose with their info.
</TD></TR></TABLE>

It's the Bisimoto header.

 

here guys.

http://www.hadamotorsport.com/tech/review/dsemc/

it has all the tech info for D series headers.

 

FYI,

https://honda-tech.com/zerothread?id=1178781

One of my my D series headers but NOT on an ITA D16A6

https://honda-tech.com/zerothread?id=1011071

BTW, a version of the above header was used on a street build D16A6 which put down 127whp/109 lb-ft on the P1 Auto's Mustang dyno. This dyno is know to read about 10% low vs a dynojet.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SMSP &raquo;</TD></TR><TR><TD CLASS="quote">FYI,

https://honda-tech.com/zerothread?id=1178781

One of my my D series headers but NOT on an ITA D16A6

https://honda-tech.com/zerothread?id=1011071

BTW, a version of the above header was used on a street build D16A6 which put down 127whp/109 lb-ft on the P1 Auto's Mustang dyno. This dyno is know to read about 10% low vs a dynojet.</TD></TR></TABLE>

can you offer more detail on what that d16a6 street build consisted of? that motor would be making ~140whp on a dynojet which is just incredible if it is using a stock cam/block/head.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by solo-x &raquo;</TD></TR><TR><TD CLASS="quote">

can you offer more detail on what that d16a6 street build consisted of? that motor would be making ~140whp on a dynojet which is just incredible if it is using a stock cam/block/head.

</TD></TR></TABLE>

Actually Jack @ P1 stated more like 147 whp. The head was ported by DFE, a web cam (largest of their regrinds), aftermarker rods, 11:1 pistons, and S2 IM. I forget what size TB.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SMSP &raquo;</TD></TR><TR><TD CLASS="quote">Actually Jack @ P1 stated more like 147 whp. The head was ported by DFE, a web cam (largest of their regrinds), aftermarker rods, 11:1 pistons, and S2 IM. I forget what size TB.</TD></TR></TABLE>

that's pretty damn stout.

back on topic, what kind of power differences do you see between your header and a DC 4-1 header on an ITA 5th gen civic? and what is the ground clearance difference between the two headers?

 

no offence, but apples to oranges.

If you are looking for the most usuable power out of an ITA legal engine, the bisi header is the only way.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by jisu009 &raquo;</TD></TR><TR><TD CLASS="quote">no offence, but apples to oranges.

If you are looking for the most usuable power out of an ITA legal engine, the bisi header is the only way.</TD></TR></TABLE>

no offense taken. i don't see how a dc 4-1 compared to a SMSP 4-1 is apples to oranges though.

a bisi header won't fit on a legal ITA 5th gen. all of the 5th gen civic's that are classed in ITA came with p/s which can't be removed. the p/s pump goes right where the bisi header has to go.

 

I'm pretty happy with my SMS!