Weapon R race header
#1
Weapon R race header
Another header option for the TSX. This one eliminates the cat and bolts directly to the catback exhaust. Who wants to give it a try?
Weapon R header
Weapon R header
#2
Originally Posted by JTso
Another header option for the TSX. This one eliminates the cat and bolts directly to the catback exhaust. Who wants to give it a try?
Weapon R header
Weapon R header
#3
rmpage posted this in my race header thread a while back as to why they won't work for the TSX:
The K20A2 can also advance its intake cam by up to 50 degrees, the K24A2 can't (yet). Long tube headers need lots of valve overlap to work properly, or else they're mismatched to the engine and the result is degraded performance (and this goes for any engine, including the RSX). I'm just wondering how you plan on tuning the engine to work with your friend's header.
#4
http://www.prostreetonline.com/sku/953-204-103.html
So u guys saying this race header wont fit the TSX at all? Why do they sell as an application for the tsx then?
So u guys saying this race header wont fit the TSX at all? Why do they sell as an application for the tsx then?
#5
Originally Posted by kwjustin89
rmpage posted this in my race header thread a while back as to why they won't work for the TSX:
To really take advantage of a LT header, we'll want more lift and duration on both intake and exhaust cams to allow increased flow rates. Thanks to i-VTEC, some of this can be had by lowering the VTEC point and tweaking VTC, but a more aggressive set of camshafts would probably be necessary to see the full benefits of a race header. We'd also need a tune to support all of this, and I need not say why that's a problem. In fact, even an otherwise stock TSX would probably run lean using a race header, due to the increased flow - the TSX uses a MAP sensor to determine proper AFR, and higher flow through the engine would decrease the MAP. This in turn causes the ECU to think less air is going into the engine, and inject less fuel when it should be adding more fuel. Cars with MAF sensors do not have this problem (for example the Civic Si uses a MAF and won't run lean with a race header).
Just for an example on the whole LT header/matching camshaft thing: On my GTO (pushrod MAF engine), I went from 335 to 377whp with LT headers, catless midpipes and a dyno tune. This was with an otherwise stock drivetrain. But when I added just a mild camshaft (lift/duration barely increased, but significantly more overlap) I jumped to 441whp. Moral of the story: a LT header needs cam to really shine.
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#8
Less port backpressure is an axiomatically good thing, which becomes especially true on boosted engines. With the blower spinning for 5 psi, your 2.4L engine is moving as much air as a 3.2L engine at any given RPM, so an exhaust system designed for the TSX all of a sudden looks 30% smaller (and might exhibit that much more backpressure) when the engine is under boost. To this end, any combination of header, cat/test pipe, and free flowing exhaust will make a significant difference, moreso than it would on a NA engine.
The advantage LTs have over shorties is their increased scavenging ability - they can reflect the exhaust compressions backwards through the cylinders and into the intake manifold during overlap, where they echo back through to the exhaust again before the exhaust valve closes, pulling along some of the intake charge while they do. Without overlap, you don't get this result and the LT advantage is meaningless. The thing for you is that on a FI engine, you don't want any overlap because the supercharger is filling the cylinders with air that's above the pressure in the exhaust system (closer to ambient). If both sets of valves are open you just end up blowing some of that intake charge out the exhaust valve and that air/fuel never gets burned. So, because your only concern is simply reducing port backpressure, I'd think you're better off staying with what you have.
I don't have my dyno files on this computer (laptop) unfortunately, but I'm selling the LTs and cam soon, and getting a nice mild zero-overlap cam to go with this.
#9
Originally Posted by rmpage
This is really a question that could probably be better answered by Doug, but I don't think you'd see much of a difference versus any of the "shorty" 4-2-1 headers (CT/DC/ebay) as a tunable NA engine would.
Less port backpressure is an axiomatically good thing, which becomes especially true on boosted engines. With the blower spinning for 5 psi, your 2.4L engine is moving as much air as a 3.2L engine at any given RPM, so an exhaust system designed for the TSX all of a sudden looks 30% smaller (and might exhibit that much more backpressure) when the engine is under boost. To this end, any combination of header, cat/test pipe, and free flowing exhaust will make a significant difference, moreso than it would on a NA engine.
The advantage LTs have over shorties is their increased scavenging ability - they can reflect the exhaust compressions backwards through the cylinders and into the intake manifold during overlap, where they echo back through to the exhaust again before the exhaust valve closes, pulling along some of the intake charge while they do. Without overlap, you don't get this result and the LT advantage is meaningless. The thing for you is that on a FI engine, you don't want any overlap because the supercharger is filling the cylinders with air that's above the pressure in the exhaust system (closer to ambient). If both sets of valves are open you just end up blowing some of that intake charge out the exhaust valve and that air/fuel never gets burned. So, because your only concern is simply reducing port backpressure, I'd think you're better off staying with what you have.
I don't have my dyno files on this computer (laptop) unfortunately, but I'm selling the LTs and cam soon, and getting a nice mild zero-overlap cam to go with this.
Less port backpressure is an axiomatically good thing, which becomes especially true on boosted engines. With the blower spinning for 5 psi, your 2.4L engine is moving as much air as a 3.2L engine at any given RPM, so an exhaust system designed for the TSX all of a sudden looks 30% smaller (and might exhibit that much more backpressure) when the engine is under boost. To this end, any combination of header, cat/test pipe, and free flowing exhaust will make a significant difference, moreso than it would on a NA engine.
The advantage LTs have over shorties is their increased scavenging ability - they can reflect the exhaust compressions backwards through the cylinders and into the intake manifold during overlap, where they echo back through to the exhaust again before the exhaust valve closes, pulling along some of the intake charge while they do. Without overlap, you don't get this result and the LT advantage is meaningless. The thing for you is that on a FI engine, you don't want any overlap because the supercharger is filling the cylinders with air that's above the pressure in the exhaust system (closer to ambient). If both sets of valves are open you just end up blowing some of that intake charge out the exhaust valve and that air/fuel never gets burned. So, because your only concern is simply reducing port backpressure, I'd think you're better off staying with what you have.
I don't have my dyno files on this computer (laptop) unfortunately, but I'm selling the LTs and cam soon, and getting a nice mild zero-overlap cam to go with this.
Good info.
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