The peak is deceiving on the first run, as you can see there was an abnormal spike at the end of the first run showing I made 118whp, but it was actually about 115. But we fiddled with the FPR and the timing and got another 2whp/torque. So I ended up with the 117.3/107.3 numbers. I was pretty happy with that! I really was expecting more like 105whp so we were pretty shocked to see the numbers.

This is on my stock D16A6 that has now seen 3 track days and 8 races. It has an OPM 4-1 header, AEM short ram, and a straight 2.5" exhaust to a dynomax straight-through muffler. Can't have cam-gears in SCCA ITA so the only tuning was done with the FPR and timing.

I got a hook-up on an ITA-spec Sunbelt built D16 ported head that will be going on before the next race, and I'm going to leave the bottom end stock for now. I am shooting for 125whp.





Modified by uncleben at 10:49 AM 9/24/2003

 

D16A6 = 92-95 Civic DX motor?

If so, 115 is pretty good. Isn't factory rating about 90hp crank.

How is the gearing? Where is the redline? Are you planning ECU changes? Just trying to get a feel for how the car drives.

 

D16A6 = 88-91 civic/crx si motor.

nice numbers ben! i might be getting my hands on a ita built a6 very soon. i'll have ti hit the dyno in the spring if the deal does work out...

 

Yes, correct, 88-91 Civic/CRX Si motor. I think it was rated 106 at the crank or something. I am real happy with the torque - it's a monster! I'm putting out higher torque numbers than a friend with a Skunk2'd B16, hehe. (he shouldn't have told me his numbers because now I'm rubbing it in)

For the ECU I'm probably just going to do a Mugen chip with a stock rev-limit, 7200 or whatever. I don't have the money to go Hondata or other routes right now. I start losing power after 6500 and I imagine that won't change much with the new head.

The gearing is bone stock right now, but over the winter I'll save the dollars and get me a 4.73 FD and an LSD for the tranny. (the only 2 things that I know of you can do to an ITA legal tranny)

This weekend I ran my fastest ever lap time, a 132.5x I believe it was, nearly a second faster then last month. I've been running with a Kamakazi header (at least I was told that is what it is) and 2" exhaust with the cat still on. The new 4-1 and 2.5" exhaust is loud as frick, but it does haul. The SCCA track record for ITA at Hallett is 130.7 so I'm less than 2 seconds from that, which is my goal for next year. I think I can get there with a little more power and new gearing (and a little more practice, hehe)

 

Nice numbers!

Is that motor stock, as in, never re-built, stock, or stock as in warmed over with the allowable compression increase, 1mm over pistons, etc., etc.?

Thanks,

Jon

PS - I have an ITA CRX, too. 220,00km street miles, two full seasons of racing, including another 12,000 km of getting to and from the track. Never had the head off....yet.

 

Those are really good numbers for the a6

I am hoping to see near those with my y7

 

yup, stock stock. been waiting for it to break down all season but has run strong since day one.

-Ben, who just discovered last night that his racing plans for next year may be going a completely different direction

 

 

Nice numbers. What timing and fuel pressure did you end up with? I think Honda rated the 91 d16a at 108hp/108tq crank. Some of the earlier d16a cars had less aggressive stock maps I think. That may be why the 1988 models were rated 3hp down.

 

I've been trying to figure out a way to convince we should do an ITA CRX instead of an ITA miata. This might help in my on going battle to change his mind.

How far into the head can you go. 1 inch right, or can you go further?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by mos &raquo;</TD></TR><TR><TD CLASS="quote">Nice numbers. What timing and fuel pressure did you end up with? I think Honda rated the 91 d16a at 108hp/108tq crank. Some of the earlier d16a cars had less aggressive stock maps I think. That may be why the 1988 models were rated 3hp down. </TD></TR></TABLE>

from what i have hard, the 90-91s had a little bigger cam in them than the 88-89 models. that might be the reason for the increase in HP stated...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by azroth &raquo;</TD></TR><TR><TD CLASS="quote">I've been trying to figure out a way to convince we should do an ITA CRX instead of an ITA miata. This might help in my on going battle to change his mind.

How far into the head can you go. 1 inch right, or can you go further?</TD></TR></TABLE>

FWIW, you will not likely be competitive in ITA with a Miata. Yes, you can go an inch. And I've seen Dyno graphs of ITA CRX's making close to 135whp.

keith: interesting about the cam. Anyone else know if that is true?

and I'll have my bud Midnight post about the fuel/timing we ended up with, he was the one under the hood

 

both the ECU and the cam were slightly different in the later years. You can easlily check: the 91 camshaft has a different part number. The weight of the car had gone up, so they jacked the hp a little of compensate.
You can buy the 91 camshaft from A&H Motor brand new for $202.xx + S&H.

 

If I understand correctly, all 89-91 Si camshafts were the same. Only the 88 was the weaker one, hence the lower HP rating.

And once you do a PNP head, you'll find yourself slamming off the stock revlimiter all the time. I have my Mugen chip set at 7800rpm redline and I don't have anything done to the head just yet. The extra RPMs are nice and you'll really need them once you do a real head.

135 at the wheels is not a problem with an IT spec a6. The main holdback on that number is the oem cam. If you could do a cam (which you can't obviously), that number would probably be just shy of 150. Not bad for a sohc 1.6.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Todd00 &raquo;</TD></TR><TR><TD CLASS="quote">If I understand correctly, all 89-91 Si camshafts were the same. Only the 88 was the weaker one, hence the lower HP rating.</TD></TR></TABLE>
Correct.

 

Power looks right on par for mods you have. Slap that head on and you should be right around 125/110. I have almost the same setup as you, except I have an IT prepped head and DC header instead of OPM. Heres my chart for you to compare.



FP was at 40 and timing advanced 4 degrees for best of 3 baseline runs.

 

i ran it fat on the fuel. like 50psi at idle. its alot but hallet has some good hills and we were getting killed with lack of tq. i bumped up the timing about 4deg from stock to get the hp back.

i could get more out if i had a good SAFC. but i dont know if thy are legal for ita.

are they?

i have so much i can do but cant due to the rules

but we will get 135 before its all said and done.

 

We put the new IT-spec head (purchased used from another racer for cheap ) on this weekend and took it straight to the dyno. We'll probably need to re-check the valve lash before the next race as we didn't have a chance for a break-in period. Anyway, we made another 4whp and 3-4tq. So I'm at 121whp and 110tq. I was hoping for closer to 125whp, but I'm definately happy for it still having the bone-stock bottom end. Maybe for next season we'll freshen and overbore the bottom end and throw on a SMSP header for a few extra ponies