pls delete

[user removed]

+1 to Ryland's comment on the cat being very close to the exhaust valve to keep temps higher in the converter. Both my VX and Insight are that way.

With that header, with large diameter pipes and a converter a foot further away from the exhaust valve you could have problems trying to keep the revs low and stay in lean burn.

regards
Mech

[gone-ot]

..."Tri-Y" headers are good for low-end, especially small displacement engines having low-torque.

...for that very reason, they (usually) make excellent "street" headers.

...anybody remember the "Auto Shop Series" article, "Header Science," in the November '73 issue of HOT ROD MAGAZINE, pages 114, 115 and 118?

[Christ]

Originally Posted by Old Tele man

..."Tri-Y" headers are good for low-end, especially small displacement engines having low-torque.

...for that very reason, they (usually) make excellent "street" headers.

...anybody remember the "Header Science" article in the November '73 issue of HOT ROD MAGAZINE?

Which is completely inapplicable for anything except the "standard" types of engines.

Lean Burn is a slightly different beast, however, the converters were placed in front of the engine on more than just the lean burn Civics. The setup can also be found on CRX HF, Civic STD hatchback (with D15B1 engine, not B2) and CX/VX models, possibly others, those are only the D-series variants.

The STD hatchback model was equipped with a D15B1 engine, which was exactly the same as the D15B2, but with a mild(er) cam. In fact, you can get 20 HP just by swapping the cam and using the OE ECU for either engine, if you had that one.

Regardless, I don't think the VX will like the cat being further away specifically for the lean burn issue and keeping the cat warm. You'll be a gross polluter even when fully warmed up because of your NOx emissions, which won't be converted properly.

That notwithstanding, the information is there, and readily available to make the header fit your car.

[EG-VX-Driver]

>

[Christ]

Still have to check into it yourself.

I'm going to recommend at this point that you don't screw up the VX, sell it and buy a ricer-raped model, so that someone who gets the VX might actually use it properly.

No offense, but you're really going to end up with a POS if you keep on this path.

[Ryland]

The VX is kind of an uncommon engine in that it has high torque at low RPM and that a header that increases torque in other 1.5 liter engines are most likely going to do very little for this engine, my vx has plenty of torque at 1,000 to 1,200RPM that is just above idle, for most engines of this size low end torque is thought to be in the 2,000 to 2,500 rpm range and with the vx engine the V-tec kicks in at 2,500 rpm and unless I have a few passengers in the car and want to merge on to a busy freeway my engine never revs as high as 2,500rpm.

Originally Posted by Old Tele man

..."Tri-Y" headers are good for low-end, especially small displacement engines having low-torque.

...for that very reason, they (usually) make excellent "street" headers.

...anybody remember the "Auto Shop Series" article, "Header Science," in the November '73 issue of HOT ROD MAGAZINE, pages 114, 115 and 118?

[user removed]

A header on a VX is like plastic surgery on my 99 year old aunt.

In my Insight the 'exhaust manifold" is part of the head casting to help the engine warm up faster. Pretty sure they did the same thing with the latest version of the Prius.

Nothing new there, Ford did it with the old in line sixes a long time ago, although maybe not for the same reasons.

regards
Mech

[EG-VX-Driver]

.

[Christ]

Actually, the Z1 is a very tunable motor. It's the ECU that's the limiting factor.

In fact, the Z1 can handle over 300 HP at the crank without grenading, like any other D-series, except it's rods aren't as weak as other D15's. It has 1.6 rods.

[EG-VX-Driver]

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