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Auto Repair and Maintenance - Exhaust Notes

Questions, Comments, Props, Hate

May 1, 2006
0706_htup_01_z+honda_accord_39_cents_stamp Photo 1/1   |   Auto Repair and Maintenance - Exhaust Notes

Thinking About A Nose JobI have a 1988 CRX DX and I'm interested in a JDM front end conversion. Will a JDM EF8/SiR front bumper mate with my '88 Rex? I assume I'll need a matching bumper support and maybe a radiator support. What else will I need?Chester B. BellSt. Louis, MO

You're right in thinking that you'll need more than just a front bumper to convert your CRX to a JDM front end. You'll need: bumper, hood, fenders, radiator support, headlights, corner lights, bumper lights, and side markers.

To complete the package you'll want to add fog lights and a front lip. The side moldings on the JDM fenders will not match up with your stock door and quarter moldings, so factor in a set of JDM moldings. Expect to pay between $1000-1500, depending on how complete of a conversion you're looking for.Dr Barrios



Does This Look Normal?I have an '89 CRX Si with B16A swap and the intake manifold gets piping hot, to the point where you can't keep your hand on it. I compared it to my friend's GS-R motor and his doesn't get as hot. Is something wrong with my motor?Kooler Khang Miami, FL

Most intake manifolds get hot. Remember that the only thing separating your manifold from the head is a thin paper gasket. The cylinder head gets very hot and easily transfers heat through the gasket to the intake manifold. While there isn't anything unusual about the phenomenon, it does inhibit your motor by heating up the intake charge. The easy solution is to pick up a Hondata intake manifold gasket. The gaskets are made of a composite material to limit the transfer of heat between head and manifold and thereby decrease power-robbing heatsoak. Expect to pay about $60 for one of these at any Hondata retailer.DB



But First Take Care Of Head?I have a non-VTEC SOHC D16 and bought a header for a VTEC engine. There is only one oxygen sensor on my header, but my engine requires two. The engine light keeps coming on. Is there anyway to correct this without getting a VTEC head? If I need to get a VTEC head, which one should I get?Vincente VasquezAmarillo, TX

We asked Mike Waddell at www.sohchonda.com for his take on this. He tells us that all headers for the '88-2000 single-cam D-series motors are usually interchangeable with slight modification. The good news is that you don't need to use a VTEC head in order to use your header. Instead, you need to convert the oxygen sensor's layout of the non-VTEC engine to the D16Y8 VTEC engine.

First you need to source and install a catalytic converter from the Civic EX that is located between the header and your exhaust pipe. Note that certain cars not equipped with VTEC from the factory will also have fitment issues concerning stock and even aftermarket exhaust pipe flanges when trying to mate the D16Y8's catalytic converter. For a couple of bucks, your local muffler shop can help you there.

You'll then need to extend the wiring of the O2 sensors to fit the locations of the bungs on your header and new catalytic converter. This will cure your check engine light problem and enable you to use your header without a hitch. Another option, if you're planning a project more serious than just a header upgrade would be an OBD1 ECU conversion. This would delete the secondary oxygen sensor completely. The OBD1 ECU tuning possibilities are limitless, while it's pretty much impossible to modify the OBD2 boxes. The OBD swap is a good idea if you plan to change over to a single-cam VTEC head, in which case, either the D16Z6 or D16Y8 VTEC head will do a street engine just fine.DB



LS Type-RMy '91 DA Teg has a whole lot of miles on it and has a slight knocking on the bottom end. My biggest fear is that the engine will blow soon. I've already decided to rebuild the engine, but I want to go with a bit of a higher compression. I was thinking of using ITR pistons, but I'm not sure what I'll need or where to start. I'm also not sure how I can tell if the ITR pistons are real when and if I purchase them. I keep getting mixed answers online. Will my stock rods work with the higher compression ITR pistons?Jason Caraballo Bethlehem, Pennsylvania

Assuming your cylinders are in good condition, the piston swap should be pretty easy. The bores are the same size, so boring is only necessary if the high miles on your motor have taken a toll on the cylinders. Yes, your stock rods will work with ITR pistons and you'll want to use them. ITR rods are .9mm longer than those in the B18A/B, and if you wanted to use these (or GS-R rods of the same length) you'd also need to use an ITR crank. ITR (JDM) pistons in an otherwise stock LS motor will yield a mid-11:1 compression range, while U.S. market ITR pistons give you something in the high 10:1 range. With a VTEC head, those numbers go even higher. If you opt for the JDM pistons, a set of mild street cams might help enhance the gains made by the compression bump.DB



Balancing ActI have a '93 del Sol Si with a D16Z6 motor and Greddy turbo kit. I am only running 6 psi, but I plan to turn it up later on. I need a new muffler since mine is old and beat up and I already have 2.5-inch piping from the downpipe to the rear bumper. What's the quietest muffler I can get without hindering the turbo's exhaust flow? I've heard of people running two mufflers in sequence or running a glass pack right after the cat.Javan ChappleAlbuquerque, NM

We understand your concern for a quiet exhaust note, but keep in mind that when building a car, you're always trading power production for drivability. An open downpipe will yield the most power from your setup, but could wreak havoc on your hearing and senses inside the cockpit, not to mention draw the attention on your local po-po.

Look into a straight-through, oval-style muffler rather than a round can type. Oval mufflers have more packing to quiet down the exhaust than a round muffler of similar size. You'll also want to run a resonator in the exhaust stream. Stay away from louvered, glass-pack style resonators that impede flow and try to find a perforated tube resonator that flows better with less restriction. You've already got a one-up on the N/A guys by having a turbo. A turbo acts as a resonator itself, and when combined with a big resonator, reasonable tubing (2.5, 3 inches) and an oval-style muffler, you'll probably hear more spool-up noise than exhaust.DB



Frankenstein's Last FrontierCan I mate an H22 head to an F22 block? If it's possible, how do I ensure it all goes well?Ashley CampbellAurora, IL

It can be done, but the swap is not for the lighthearted. You need to plug a couple of oil passages on the head that aren't present on the block. The coolant passages may also be a bit off, in which case Hondabond is your best friend.

Also, as far as we know, adjustable cam gears are a must in this setup to get everything to line up correctly. With a stock bottom end, you'll end up with a compression ratio of approximately 10.4:1. Don't expect too much support for this swap; most people don't even know that it's possible, let alone have any experience for you to draw upon.DB

PR3 What?Do you know of any manufacturers that sell complete cylinder heads for an Integra Type R? I want to do a CR/VTEC swap using the ITR head, but I need to find one. Also, does anybody make forged pistons for the B20B block with an ITR head? I always see pistons for the LS, B16 and the GS-R heads.Isaac HillClarkston, MI

You may be looking in the wrong places for your cylinder head. Most shops and importers will only sell a motor complete. If you happen to get a head by itself from a business, you lucked out. Try classified forums on the Internet. You're more likely to find a used one from somebody who blew up a block or simply has an extra.

As for pistons, the reason you don't see the Integra Type-R head listed as an option for B20/VTEC pistons is that the ITR head and B16 head will yield the same compression ratio. Both heads are the same PR-3 casting with 42.7cc combustion chambers, as opposed to the GS-R's 41.6cc. In other words, you'll want a piston that is listed for the B16 head.DB



UndecidedI have a '95 del Sol with a stock D15B7. I plan to do a swap but I'm new to this scene and not sure what fits in which car. My goal is 270-300hp. What can I do to reach this or at least get close?Ryan RasmussenSunnyvale, Calif.

The del Sol chassis is identical in almost every way to the EG Civic. Any motor that fits the EG will fit the Del. With forced induction on a B or H series engine, you can get 270 to 300whp easily. If you want these numbers naturally-aspirated, the only guy you can call on is the K series engine, if you can swing the duckets. Do a little homework on the EG and you'll find more options that you can follow.DB



Hater In The House!I'm writing to express my discontent towards a statement on the front cover of the January 2006 issue (featuring Mike G's EG hatch with the tagline 'The Finest EG Hatch Anywhere' - Ed). Though everyone is entitled to an opinion, I do not believe it should be printed on the front cover. I'm not sure if this is some sort of weird sales tactic due to the fact that the magazine is wrapped in plastic. I understand that it is for the beautiful calendar, but with a statement like "The Finest EG6 Anywhere," consumers are curious and are going to purchase to see for themselves.

Once I finally opened the magazine to see what all the hype was about, I was utterly disappointed with my purchase. I love a magazine that caters to Honda/Acura only, but I hate false and misleading nonsense such as this statement.

Your magazine is great. You don't need to have jibberish lining your front cover to make it better. Keep it simple and let the reader form his own opinion. I own an EG6 myself and have been into the scene since '95. It is one out of the 12 or so Hondas that I've owned, so I know a little bit about what makes a well-rounded car.

The EG6 hatch featured was not a good example of a well-rounded car, nor was it "The Finest Anywhere." A vehicle representing the finest should have most of the interior still intact, be an original Si, have a motor swapped of the B-series descent, and most of all, be turbocharged.

Though the EG6 that I'm about to mention is not an Si nor turbocharged, it was closer in emplifying [sic] the finest EG more so than old 'Dual Duty' in your magazine. The car that I'm referring to graced the November issue cover of your rival, HCI. This EG was simple, clean and did not need to be hyped up because it stood strong on its own.

Overall, I find your publication to be at the top for Honda/Acura facts and overall content. For some odd reason, however, this January 2006 issue just struck a nerve with me so I felt compelled to write in. Hopefully, no one is too offended.Paul MeyersRockaway, NJ

Neil from HCI, is this you, man? Just kidding. Well, don't worry. No one here is offended by your thinly veiled envy of Mike G's spectacular EG build. We've yet to see an EG as spotless, detailed and balanced as this one. The paint, the engine bay, the custom turbo, the 16-inch Work RS-Betas (on original four-lug setup, among the many wheel sets in Mike's collection) and the 351whp - it adds up to the best EG we've seen, hence the cover line. About the only thing I could conceivably critique on Mike's EG are the Defi gauges perched somewhat unnaturally on the dash.

But if you say you've seen better, more power to ya. We'd like to see the photos. In the meantime, Mike's EG still tops our list. We welcome all challengers. By the way, it's "exemplify."Dan Frio



"Paging Dr. Phil"In your latest issue, you have an article about a 1993 Integra GS-R, in which you talk about how the owner had a 1989 Accord before the Integra. I have an '88 Accord LX-I, which is also a third-gen Accord ('86-89). I found the comment about the Accord being "boxy and gutless" to be very offensive. I don't understand how a magazine that is supposed to support Honda and Acura can say anything bad about another Honda or Acura.

I have only been working on my 3G Accord for a few months and have gotten a handful of mods done despite the lack of aftermarket support for my car. I am a member of www.3geez.com, dedicated to the '86-89 Accords. There are guys running 10-second quarter-miles, doing custom turbo projects, and many other major projects, and all of the work they are doing is custom because of limited after-market parts.

I am very proud of my car and the progress I've made in only a few months. I'm getting ready to drop in a new engine and give it a new paint job, as well as a few other mods over the winter. My car is nothing compared to the guys that have been working on theirs for years and have invested thousands of dollars, but I hope to have a respectable 3G show car within the next year or two.

In future issues, I hope that you can do an article on a 3G Accord so that you can see what I'm talking about. After I'm done, I will send you some pictures if you'd like.Tom GuinanMonroeville, OHdaamizin1@yahoo.com

Tom, back away from the ledge and put down the gun. Everything will be OK, I promise. The fact is, we can, and will, say bad things about bad Hondas and Acuras. Thankfully, there aren't many. The last-generation RL, for example, is a dumb pig of a car. And but for its "unique" five-cylinder engine design, the Vigor is a car most of us would like to forget. Honda Passport anyone? We love Honda like the next guy...who...loves Honda, but we're not slutty cheerleaders. Well, Barrios might be, but he drank the Kool-Aid long ago. He's exempt.

Sorry, but in stock trim, the Accord LX-I is boxy and gutless. You can't honestly tell me that that car is inspirational to drive. It's an honest grocery and friend hauler, yes. Now, you do a custom turbo setup and some other homemade workarounds and we have a different story. But we also have a different car.

We know guys are running fast quarters in these cars; we had an unnamed reader send us some photos and 10-second timeslips from Englishtown in his 3G beater. And we applaud you guys for taking the initiative and not waiting for the aftermarket to come knocking. It ain't gonna happen. You guys are what the spirit of this magazine is all about.DF



Got Questions, Comments, Love or Hate? Send your letters to: editorial@hondatuningmagazine.com. Snail mail: 2400 E. Katella Ave, Ste. 1100, Anaheim, CA 92806

Remember: if you don't have anything nice to say, be sure you say it in a grammatically correct manner. Also, be sure to provide us with some information-your name, address (most importantly the city, state and country you reside in), and an e-mail address or phone number that we can reach you at.

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