Civic Type R
20-12-2003, 12:58 AM
Civic Type R gets exhausted:
http://members.westnet.com.au/atp110/images/exhaust/shop-front.jpg
Thursday was a big day for the Civic.
For those of you who are unaware of what lies under the hood:
1595cc DOHC VTEC
118kw Stock with short air intake
Exhaust consists of a modest 1.7/8" pipe and a damn heavy cast iron header.
I purchased for my upgrade a set of custom 4-1 mild steel racing headers based of the 98 spec Integra Type R and a replica Mugen Twin Loop exhaust.
4-1 mild steel header with heat wrap:
http://members.westnet.com.au/atp110/images/exhaust/header-side.jpg
replica Mugen Twin Loop muffler:
http://members.westnet.com.au/atp110/images/exhaust/twin-loop.jpg
First of all we ran the car over the dyno and although the front bumper created some raised eyebrows from the dyno operators by sitting less than 1cm from the ground it was time to let the engine roar the garage.
A modest 124HP@front wheels proved to be our base measurement and a curious powerband line that looked like a child drawn set of hills than a nice curve. This butt dyno showed that power tapered down at about 7800 until the rev cut kicked in at 8700.
http://members.westnet.com.au/atp110/images/exhaust/dyno.jpg
Now lets go to work.
http://members.westnet.com.au/atp110/images/exhaust/on-hoist.jpg
The rediculously heavy cast iron header and mild steel secondaries were removed first followed by the pipework.
http://members.westnet.com.au/atp110/images/exhaust/stock-piping-underneath.jpg
The old exhaust system removed:
http://members.westnet.com.au/atp110/images/exhaust/old-exhaust.jpg
The stock B16A header and secondaries
http://members.westnet.com.au/atp110/images/exhaust/stock-exhaust.jpg
The new 4-1 header had a quick polish and machine and using the existing metal exhaust gasket which was in very good condition we used a new gasket for the new header. I was interested to see the clearance and depth of the new header but all were fine. The heat wrapping at the base of the header acts as a shield to the Oil sump, located right next to the pipework.
The block:
http://members.westnet.com.au/atp110/images/exhaust/block.jpg
Our first delemma came when we matched the existing catelitic converter up with the flex pipe of the header and it wasn't compatible. Shit. Instead of slicing up the cat, we decided a matching 2.25" highflow cat to be the way to go. Not to mention at an additional expense of $260 fitted.
The next phase was now create the 2.25" mandrel bent mild steel pipework. Bit by bit the new pipework was cut and welded into place. Spot welds were the way to go and numerous stands proved handy afterall.
The twin loop was held in place to complete to new pipework fabrication and then it was time to unhook it all and get busy with the oxy welder.
Holding up the new pipework whilst spot welding:
http://members.westnet.com.au/atp110/images/exhaust/tempory-pipes.jpg
Stock cat on left compared to the high-flot cat on the right:
http://members.westnet.com.au/atp110/images/exhaust/cat-comparison.jpg
http://members.westnet.com.au/atp110/images/exhaust/new-cat-in-place.jpg
New fabricated pipework:
http://members.westnet.com.au/atp110/images/exhaust/new-pipework.jpg
The new high-flow cat was weldered onto the header and after the new pipework was fully welded together and coated with a spray of black semi gloss it was time to permanently connect it all at the flange plates.
http://members.westnet.com.au/atp110/images/exhaust/welding.jpg
New pipework in place:
http://members.westnet.com.au/atp110/images/exhaust/new-pipework-underneath.jpg
So far so good. and 5 hours later the hoist was lowered and the keys started the engine. Purrrrr! and i was very satisfied. It had a low throaty tone to it and a wonderfull aroma of fresh glue from the gaskets and steam flowed thru the twin loop tip. It smelled like caramel but who was complaining.
A few quick revvs and an idle for 5 minutes made the engine warm up for the next all important dyno run.
Again, more hairy moments wheeling the car onto the dyno but all was clear.
Time to let the VTEC roar and instantly you can see the throttle revving quicker and easier than before. A nice throaty growl tickled the ears until the VTEC let us know this car mean business. The engine kept growling all the way past redline and just before 9000rpm it cut out - much to the delight of the dyno operator who couldnt wipe the grin from his face.
On the butt chart we noticed the power line to drop off before redline but now it kept climbing hard.
http://members.westnet.com.au/atp110/images/exhaust/second-dyno-run.jpg
We uploaded the older dyno line and, wow, look at that !
The new power line was flatter and although very linear to previous, gains of 13HP were noticeable in several spots along the graph.
A measurement of exactly 134.0HP was seen at 8500rpm (500rpm into redline) So overall we can say that a gain at top end was exactly 10HP@ wheels.
http://members.westnet.com.au/atp110/images/exhaust/dynochart.jpg
Now i have effectively a 128kw DOHC VTEC at the flywheel :)
All up it costed me:
4-1 header $400
Piping $230
Header installation and polish $130
Hi-flow Cat $260
Twin Loop muffler $200
-------------------------------------
Total: 1220
-------------------------------------
You gotta be happy with that.
http://members.westnet.com.au/atp110/images/exhaust/shop-front.jpg
Thursday was a big day for the Civic.
For those of you who are unaware of what lies under the hood:
1595cc DOHC VTEC
118kw Stock with short air intake
Exhaust consists of a modest 1.7/8" pipe and a damn heavy cast iron header.
I purchased for my upgrade a set of custom 4-1 mild steel racing headers based of the 98 spec Integra Type R and a replica Mugen Twin Loop exhaust.
4-1 mild steel header with heat wrap:
http://members.westnet.com.au/atp110/images/exhaust/header-side.jpg
replica Mugen Twin Loop muffler:
http://members.westnet.com.au/atp110/images/exhaust/twin-loop.jpg
First of all we ran the car over the dyno and although the front bumper created some raised eyebrows from the dyno operators by sitting less than 1cm from the ground it was time to let the engine roar the garage.
A modest 124HP@front wheels proved to be our base measurement and a curious powerband line that looked like a child drawn set of hills than a nice curve. This butt dyno showed that power tapered down at about 7800 until the rev cut kicked in at 8700.
http://members.westnet.com.au/atp110/images/exhaust/dyno.jpg
Now lets go to work.
http://members.westnet.com.au/atp110/images/exhaust/on-hoist.jpg
The rediculously heavy cast iron header and mild steel secondaries were removed first followed by the pipework.
http://members.westnet.com.au/atp110/images/exhaust/stock-piping-underneath.jpg
The old exhaust system removed:
http://members.westnet.com.au/atp110/images/exhaust/old-exhaust.jpg
The stock B16A header and secondaries
http://members.westnet.com.au/atp110/images/exhaust/stock-exhaust.jpg
The new 4-1 header had a quick polish and machine and using the existing metal exhaust gasket which was in very good condition we used a new gasket for the new header. I was interested to see the clearance and depth of the new header but all were fine. The heat wrapping at the base of the header acts as a shield to the Oil sump, located right next to the pipework.
The block:
http://members.westnet.com.au/atp110/images/exhaust/block.jpg
Our first delemma came when we matched the existing catelitic converter up with the flex pipe of the header and it wasn't compatible. Shit. Instead of slicing up the cat, we decided a matching 2.25" highflow cat to be the way to go. Not to mention at an additional expense of $260 fitted.
The next phase was now create the 2.25" mandrel bent mild steel pipework. Bit by bit the new pipework was cut and welded into place. Spot welds were the way to go and numerous stands proved handy afterall.
The twin loop was held in place to complete to new pipework fabrication and then it was time to unhook it all and get busy with the oxy welder.
Holding up the new pipework whilst spot welding:
http://members.westnet.com.au/atp110/images/exhaust/tempory-pipes.jpg
Stock cat on left compared to the high-flot cat on the right:
http://members.westnet.com.au/atp110/images/exhaust/cat-comparison.jpg
http://members.westnet.com.au/atp110/images/exhaust/new-cat-in-place.jpg
New fabricated pipework:
http://members.westnet.com.au/atp110/images/exhaust/new-pipework.jpg
The new high-flow cat was weldered onto the header and after the new pipework was fully welded together and coated with a spray of black semi gloss it was time to permanently connect it all at the flange plates.
http://members.westnet.com.au/atp110/images/exhaust/welding.jpg
New pipework in place:
http://members.westnet.com.au/atp110/images/exhaust/new-pipework-underneath.jpg
So far so good. and 5 hours later the hoist was lowered and the keys started the engine. Purrrrr! and i was very satisfied. It had a low throaty tone to it and a wonderfull aroma of fresh glue from the gaskets and steam flowed thru the twin loop tip. It smelled like caramel but who was complaining.
A few quick revvs and an idle for 5 minutes made the engine warm up for the next all important dyno run.
Again, more hairy moments wheeling the car onto the dyno but all was clear.
Time to let the VTEC roar and instantly you can see the throttle revving quicker and easier than before. A nice throaty growl tickled the ears until the VTEC let us know this car mean business. The engine kept growling all the way past redline and just before 9000rpm it cut out - much to the delight of the dyno operator who couldnt wipe the grin from his face.
On the butt chart we noticed the power line to drop off before redline but now it kept climbing hard.
http://members.westnet.com.au/atp110/images/exhaust/second-dyno-run.jpg
We uploaded the older dyno line and, wow, look at that !
The new power line was flatter and although very linear to previous, gains of 13HP were noticeable in several spots along the graph.
A measurement of exactly 134.0HP was seen at 8500rpm (500rpm into redline) So overall we can say that a gain at top end was exactly 10HP@ wheels.
http://members.westnet.com.au/atp110/images/exhaust/dynochart.jpg
Now i have effectively a 128kw DOHC VTEC at the flywheel :)
All up it costed me:
4-1 header $400
Piping $230
Header installation and polish $130
Hi-flow Cat $260
Twin Loop muffler $200
-------------------------------------
Total: 1220
-------------------------------------
You gotta be happy with that.