My understanding is that this si was not as quick as the coupe that came before it. Magazines like Sport Compact Car and Car and Driver really knocked this generation si. I never raced one, but I drove one, an 03 with about 30k on the odom. I used this car for a day when my s/c was being installed. All I can say is that my 05 tC w/ 0 power mods felt a lot quicker than than the Civic si.

 

Killerx is a honda fanboy who happens to think that his xB is an autocross beast. With the amount of time he spends on here, imagine how much he must spend on his honda fanboy sites? Get a life, outside of your lame ___ xB and your pathetic excuse for a musical career.

 

O SNHAPS

 

Sarcastic attacks on another's character.
Sarcastic attackson another's character, relative to vehicles that you yourself don't own.
Sarcastic assumptions about the lack of life that another has.
Assinine logic to reinforce those assumptions.
Implications that your car is superior.


You, my friend, captain Jimmy, fall under a special category called, "Rabid fan boy."

 

I dont know if this has been mentioned but i really dont feel like reading the whole thread, but last time i was lookin at the si the compression ration was 11:1 now to me that is ____y right there, now i know we are not talkin about turbos or what not but we are talkin about going aftermarket and i know for a fact if i want to go FI i do not want a compression ratio of 11:1 and that is a plus for the tC only being at 9.6:1 because you can get away with pushin about 7-10 psi safly. I was readin modified mag because the front cover had two si's and they were turboed so i thought good maybe they will make something for the new si's that will help it keep up with a turboed tC. and when i looked they both switched the pistons to i believe 8.5:1 i mean granted 11:1 is good for na but most kids these days are lookin for a turbo, We can all thank the fast and the furious for that one but i beleive that the tc is a better format to take to aftermarket upgrades then the 06 civic si.

 

^^Good observation.

 

But it's been noted.

The performance K20 blocks can handle up to 7 or so psi easily, I think. At that level they'll be making close to what the tC would make at that level because of their high compression.

The problem with this logic is that for high boost, the stock pistons are rubbish. High boost on the 2AZ will necessitate new pistons so the stock compression's boostability will be for naught. Granted, the K20 will need new pistons before the 2AZ does, they'll both require new pistons for 15+ psi. The good thing about the 2AZ is that it'll probably do ok on 12 psi + safe tune, still beat on STis from rolls, and will handily defeat, in a straightline, a K20 on 12 psi and boost-suitable pistons.

 

Hm you guys are all teaming up on killerromancex while granted i dont agree with him on some points its more then clear you guys are teaming up on him and twisting his words around. Disagree with the guy, dont attack him.

about the si not handling boost btw I thought the same thing for a while with the 8:1 pistons being a standard on fi cars. However thats stock. Most companies go with that for safety. A person that knows what he/she is doing can boost 11:1 in fact drag racers use that set up all the time. Given you will need a a very good tune with a stand alone and most likely racing fuel or retarding on timing.. Other then that its good to go.

 

Almost all K series motors can handle up to 7.5-8psi easily, after that you have to lower the compression and do quite a bit of internal changes due to the design of the motors. High compression is great for n/a build ups, not f/i. It hasn't been brought up, but its pretty much a given.

I'm a fan boy only because i don't think the tC can do more than what it actually can. I'm also a fan boy because i don't own a tC and have owned a honda in the past. Makes no sense, but i guess thats what makes sense on these threads.

 

Also, when i have i ever said my car was beast in autocross? Never. I win 6 of 8 events last year, so sorry i'm a good driver and know how to control my car.

 

I've been off once or twice, and when i'm off if i'm corrected i'll realize that. If you think you have around 220whp with i/h/e and the s/c, you might want to do more research. You think i'm too high, yet most of your ball park figures are pretty high.

Sensay; That 51whp gain wasn't used on a full exhaust, when the company/website did all the testing they asked that company that made the header what their thoughts were if they ran the header on a full exhaust, if gains would be similar. They had no comment as to if they would or wouldn't. You can gain signficant whp on a header if you run straight header or non-full exhaust.

 

On your link they say this...

Given the design of the pipe (essentially a long test pipe or straightpipe) and the fact that the tests were conducted pragmatically and without bias, we wondered if it might be possible that the header wouldn't make as much power if attached to a complete exhaust system. When we brought all of this information and the dyno charts to our peers and a few industry tuners, however, they all had different opinions...

A straight pipe, thats not even a full exhaust so the gains with an actual full exhaust would probably be more in the 25-35whp, 35whp being at most.

 

killer you are wrong.

The the stock header was tested in the same exact way as all the other headers. The only diffrence being the hytech header created 51hp, and the others didnt. The header was not connected to full exhaust, but neither was the factory manifold when they did their base run. Thats 51hp over the base with just the header. Dont u dare give me that bull that if it had a full exhaust it would have been just 22hp. The other headers had gains in the 20-30 range, according to u haveing a full exhust takes away like 20 hp. That means replacing a header in a b16 only creats like 5hp. Seriously killer ur retarded. All of the exhaust after the header isnt that restrictive at all, and if done right, the losses would only be around 3-5hp 10 at the very very most.

All of the headers were tested the same, and keep in mind this is on a tiny lil civic motor.

Like i have already said cars with bigger engines make these kind of gains all the time.

about the whole compression thing... All it means is it would be alot cheaper and easier to have a 370hp tC than a 370hp SI

 

Have you actually seen a test pipe? Its not a complete exhaust, its black and white in front of you, "we wondered if it might be possible that the header wouldn't make as much power if attached to a complete exhaust system." and you are still going to argue with me?

Your ego gets in the way, i'm pulling information off a site you gave everyone to disprove me.

 

ARE U KIDDING ME?
u need to look at my post more carfully, and quote me right next time, REAL MATURE KILLER

 

You changed your post to make me look like a jerk, nice. I can do that too you know, but i'm not childish like you either apparently.

 

^^^^this is what i said looser^^^

 

Quoting your modified post now, your arguing with someone who has more experience with hondas than any other car. The stock exhaust on any honda 4cyl is quite damn restrictive, especially factory B16 cars. Virtually all cars on the market has pretty restrictive exahaust systems from the factory.

 

wtf? dont try to play that off i didnt change anything quote me right next time thats all

 

Thats bs and you know it. And you still can't even get your facts straight after changing your post.

20whp average? Ha, okay go back to your retarded link that proves me wrong. All the headers were tested on a test pipe at first, then went back over on base runs. Majority of all with test pipe except spoon and hytech rated at 10-14hp increase.

Further more, second page. "HyTech - Test Set 02
This time around, the HyTech unit made about 3-5 additional horsepower between 3400-4300rpm, then slowly produced more power over stock from about 6300rpm to redline. In all other areas of the graph, the power gain was negligible. Peak power production rose from 160.4hp to 168.5hp.

Spoon - Test Set 02
The Spoon header made the powerband react much in the same way as the HyTech; a small increase around 4000rpm, followed by negligible gains until 6000rpm, where it produced an increasing amount of power all the way through redline. No other area under the curve was affected significantly, and the peak power rating rose 5.7hp to top off at 166.1hp.

Greddy - TEST SET 02
Greddy's offering also showed little to no change under the curve, with the exception of a small dip (1-2hp) between 5000-6000rpm. The entire powerband seems to have stayed the same with the exception of the increase of maximum horsepower, topping the graph out at for an increase of 2.9hp. peak horsepower, raising the maximum rating to 163.3hp.

WeaponR - TEST SET 02
From the start of the sample to the VTEC actuation point around 5600rpm, the WeaponR powerband remained unchanged from the baseline. At VTEC actuation, there was a 2-3 hp loss that steadily decreased until about 6500rpm. From there, the WeaponR unit made increasingly more power until it's peak rating at 164.9hp.

DC Sports : 4-2-1 - TEST SET 02
The first of the DC units showed negligible change to the power curve until about 7000rpm. From there until redline, the unit managed an additional 2-3hp over the baseline, ending with a 163.9hp max rating.

DC Sports : 4-1 - TEST SET 02
The DC 4-1 unit showed negligible changes from the start of the sample until about 4800rpm. There, a slight dip occured (but we should note that it was only evident on this median graph; other graphs showed an essential overlay from the baseline run.) Just after VTEC, the power curve dipped slightly and then picked up from about 6700rpm to redline, for a final peak horsepower gain of 4.6hp."