200 horsepower
Joined: Jul 2003
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From: Dallas, PA
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A civic yes, a 7thgen no.......unless you swap or juice. With juice, you better beef yup your engine/fuel system for the 200 mark.
Joined: Nov 2003
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From: Boise, Idaho
Rep Power: 327 is it possible ? YES, practical, NO. It would require lots of custom work including a complete reshaping of the cyl head(flow testing), higher compression pistons, big cam, custom intake, Throttle body, Fuel system..........Not to mention a lot of expirmenting with different cams, pistons, porting of the head. Then your talking about a car that wont be very friendly to drive around town
is it possible ? YES, practical, NO. It would require lots of custom work including a complete reshaping of the cyl head(flow testing), higher compression pistons, big cam, custom intake, Throttle body, Fuel system..........Not to mention a lot of expirmenting with different cams, pistons, porting of the head. Then your talking about a car that wont be very friendly to drive around town
with all the money to make the lawn mower engine faster, you can buy a k20 and upgrade that well 
Its possible. What did aem put down with the ems on a stock d17a2 with bolt ons? 12- something if I remember correctly. I think with a stage III cam, valvetrain upgrade, very high compression pistons and good rods, with a very good port and polish job, you could get pretty close with the right bolt ons if you had them custom made....maybe a custom itb setup would work as well.
People don't see gains on d17's with bolt ons because they don't tune the air/fuels and timing for optimal horsepower. You get a system that allows you to do everything like the aem does and you will see the difference with the bolt ons.
People don't see gains on d17's with bolt ons because they don't tune the air/fuels and timing for optimal horsepower. You get a system that allows you to do everything like the aem does and you will see the difference with the bolt ons.
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From: viva las vegas
Rep Power: 272 the whole point of sticking with the d17 is to show people up. not many know how to squeeze power out of a d17 but for those who do i give them mad props cuz those are one of a kind set ups. anyone can buy an rsx with bolt ons and kpro tune and hit 13s. not everyone could do that in a d17. keep modding your d17s guys!
I say d17+10000=150whp at most with god on your side
K20/k25 cost about 10000 with people doing it for you and your would get over 200whp
turbo with built engine cost about 10000 and get over 200whp
So N/a is not the way you would wanna go unless its with k-series just dont waste time and money
K20/k25 cost about 10000 with people doing it for you and your would get over 200whp
turbo with built engine cost about 10000 and get over 200whp
So N/a is not the way you would wanna go unless its with k-series just dont waste time and money
Last time I had this much fun some furniture got broken!
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From: PA
Rep Power: 360 I think you could def. rebuild the engine, tune the hell out of it, and maybe a small spray, get to 200 to the wheels.
Its possible, but very costly.
Its possible, but very costly.
Its possible. What did aem put down with the ems on a stock d17a2 with bolt ons? 12- something if I remember correctly. I think with a stage III cam, valvetrain upgrade, very high compression pistons and good rods, with a very good port and polish job, you could get pretty close with the right bolt ons if you had them custom made....maybe a custom itb setup would work as well.
People don't see gains on d17's with bolt ons because they don't tune the air/fuels and timing for optimal horsepower. You get a system that allows you to do everything like the aem does and you will see the difference with the bolt ons.
People don't see gains on d17's with bolt ons because they don't tune the air/fuels and timing for optimal horsepower. You get a system that allows you to do everything like the aem does and you will see the difference with the bolt ons.
I'd go custom grind all the way. Do a little research and try finding some specs from all motor d16 setups. Contact crower and see what they'd want for a turbo cam to the specs you find.
And if you're using 76 mm pistons, no need for sleeves if you're keeping stock bore but I'd very seriously consider sleeves with an overbore and wider diameter pistons if you're serious about hitting 200.
And if you're using 76 mm pistons, no need for sleeves if you're keeping stock bore but I'd very seriously consider sleeves with an overbore and wider diameter pistons if you're serious about hitting 200.
I'd go custom grind all the way. Do a little research and try finding some specs from all motor d16 setups. Contact crower and see what they'd want for a turbo cam to the specs you find.
And if you're using 76 mm pistons, no need for sleeves if you're keeping stock bore but I'd very seriously consider sleeves with an overbore and wider diameter pistons if you're serious about hitting 200.
And if you're using 76 mm pistons, no need for sleeves if you're keeping stock bore but I'd very seriously consider sleeves with an overbore and wider diameter pistons if you're serious about hitting 200.
You can try it that way. I would think crower would start with a cam from scratch. As far as bore size, if it were me, I'd strip the bare block and send it to Dan Benson. Get on the phone with him and tell him what you're wanting. Tell him to go as big as he can to keep the reliability in the sleeves. Whatever he ends up doing, go with that size piston in maybe a 12.5 cr (my preference would be a cp piston.)
Just do some research. There is alot of info out there on the sohc honda sites. Check out sohchonda.com, those guys know their stuff although they are all about the cheapest way possible lol.
Just do some research. There is alot of info out there on the sohc honda sites. Check out sohchonda.com, those guys know their stuff although they are all about the cheapest way possible lol.
Yeah I dunno is 12:1 is enough compression. I'd go at least 12.5:1 or even 13:1 which you CAN run safely on pump gas if you have a nice tune.
Also, have you considered ITB's?
Also, have you considered ITB's?
^Yeah exactly, that's why I suggested itb's earlier. They're expensive but the flow benefits are well worth it, it'll definitely be something youl have to pioneer. Also, the higher compression, the better. I've never personally done an n/a build but I am familiar with the setups. It's primarily the ability to flow and obviously, the bigger the cylinder displacement and the smaller the combustion area, the more power you will make. I can tell you, the primary area of restriction you have to overcome is the head. Hell, the stock head won't let me make more than 260 whp. If you can hit 200 whp n/a, you can run a 12.
itb does that me intake throttle body? Does that Dan Benson have a phone number or a website to contact him at? I got 76mm pistons and i got a compression of 12:5:1
Last edited by Civicman1988; Nov 12, 2006 at 12:17 PM.
Joined: Mar 2003
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From: Houma, Louisiana
Rep Power: 305 Example of ITBs
Basically its having a small throttle body on each cylinder (4) instead of 1. You can tune each cylinder this way for maximum flow.
Basically its having a small throttle body on each cylinder (4) instead of 1. You can tune each cylinder this way for maximum flow.
Joined: Nov 2003
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From: Boise, Idaho
Rep Power: 327 ITB D17 has been done before. There used to be a guy here in the Northwest that did it shortly after the d17's came out in 01. I'll try to find some pictures of it if they are still available
Example of ITBs
Basically its having a small throttle body on each cylinder (4) instead of 1. You can tune each cylinder this way for maximum flow.
Basically its having a small throttle body on each cylinder (4) instead of 1. You can tune each cylinder this way for maximum flow.
His business goes through Earl Laskey. Those guys are really cool and very helpful.
http://www.laskeyracing.com/shop/sleeving.htm
http://www.laskeyracing.com/shop/sleeving.htm
Thanks man what do u think of that ITB or should i have a cutom one made like u did with a mustang throttle body on it? I am int he process of making an intake manifold with the mustang throttle body the only part i am having problems with is where the pipe meets the manifold i am having a hard time finding a shape that way. If u know of anyone that i can get that piping let me know
heres what i mean the part after the injectors all 4 cylinders that pipe that goes out into the big manifold
http://www.7thgencivic.com/forums/sh...d.php?t=282569
heres what i mean the part after the injectors all 4 cylinders that pipe that goes out into the big manifold
http://www.7thgencivic.com/forums/sh...d.php?t=282569
