Topic Index
Page 1
Introduction, Goals
D15Z5, AEM EMS, AEM UEGO
Distributor-less Ignition, Waste Spark
Engine Swap
Balanced / Blueprinted Injectors
Initial Dyno Tune
Recommended Reading (Tuning)
LSD Transmission
Weight Reductions / Additions
Gassavers Myths
Planned Mods
Other Mods
Advantages of Direct Fire Ignition
CDI Module
Page 2
D16Y5 and D16Y8 DFCO specs (grasshopper)
Dyno Graph
Distributor-less Conversion
Salt Lake to Albuquerque trip photos
Page 3
Things I'm Doing that Don't Help FE
O2 Target Table
O2 Target Table with Driving Conditions superimposed on it
Page 4
AEM EMS VTEC and VTEC-E Controls
Interpolation and Resolution
Smog Test
Integra DA Wish List
Injector Phase Tuning Benefits
Ignition Timing
Octane
Tuning Part Throttle Ignition Timing
Ignition vs Idle Target
P2J ECU VTEC and VTEC-E Pinouts / Wire Colors (grasshopper)
Page 5
Honda Civic Alignment / Tire Wear
Low Temp Thermostat
Updated Pics
Wish List
Injector Phase Tuning
Spoiler Fix
D15Z7 Helms Manual (spanish)
Ignition Timing
D15Z7 OEM specs!!!
D15Z7 5 Speed Gear Ratios
D15Z7 Cam Lobe Height
Valve Relief
Page 6
Valve Adjustment
Winter Tire Choice
Tire Size for HX Rims on a 5th gen Civic
HX Rims, Integra Brakes
Having owned several Hondas and never been fully satisfied, I decided to rethink exactly what my ideal car would be. What I came up with is that I want a car that has great handling, great braking, great power, and great economy.
Essentially I want better performance than a Civic Si and better FE than a Civic VX (these being the only vehicles I could afford that have double wishbone suspension front and rear and an exceptionally low coefficient of drag matched to an economical motor). It seems like a pipe dream. But it just so happens that Honda had the same idea.
From 1996-1999 Honda produced a motor that
combined VTEC-E and VTEC into one. They didn't bring this motor to the United States. In Japan the block was stamped D15B. Across the rest of the eastern hemisphere, the block was stamped
D15Z7.
So last August I sold my Civic DX automatic that had a SOHC VTEC swap and bought a lowly Civic VX. I decided that I needed a chassis change because I wanted a manual transmission and I wanted many things that are only found on the VX, ie the rear diffuser, front lip spoiler (also found on Si), aluminum lower alternator mount, aluminum front lower driver's side engine mount, less sound deadening weight, "VTEC-E" valve cover, and lightweight alloy rims.
First thing I did was lock the car in the garage until I could install some
serious car alarm security. It is a Honda afterall. "Honda" is synonymous with "stolen".
Then I did some maintenance on the motor and drove it that way for several months to give me a good baseline. My FE goal would be based on my own personal driving habits and my goal is to exceed this baseline w/out any sneaky tricks like driving like a near-sighted grandmother. My
baseline avg was 38 mpg mixed, 44 highway.
The Rules
Which brings me to "the rules". To the general public, the car must outwardly appear to be stock; in other words, it's going to be a sleeper. I don't want to draw any attention from thieves, street racers, cops, or ricers.
Secondly, the car must outperform both the VX and the Si.
Third is not so much a rule as a constraint. My salary requires a very limited budget with long periods of time between expenditures.
AEM EMS
So luckily, I already had the AEM EMS. "WHAT?! You have an EMS? Don't those go for thousands of dollars and require hundreds of dollars to have professionally installed and tuned?" Yes and yes. But I got one for $1100 in 2001 (at-cost to help with development), and I have a friend that is a professional tuner. It's a good thing too, because there is no other viable option available for me to realize my goal. Hondata simply isn't capable.
AEM Gauge-Type Wideband O2
The next piece of equipment that I would need so that I could run lean mixtures is the AEM Gauge Type UEGO Controller. $260 ouch. But it's cheaper than competing products and far superior.
TO BE CONTINUED...
Threaded Mode
