Pros
Edelbrock challenged their R&D department to develop a header worthy of its name and they didn't disappoint. The 4-2 to 1 collector type header is ceramic coated and stamped with an enticing 50-state legal CARB exempt plate. The header is packaged with every component necessary for an easy and painless process to get you car up and running in no time.
Cons
As stubborn as we might be, there's not much to complain about this unit. A sweet looking header that's 50-state legal is a hard thing to bitch about.
Notes
Using the V-AFC, we leaned out the percentage from 7000 to 8000 rpm due to the fact the vehicle was reading an 11 to 1 A/F ratio. The vehicle responded by picking up horsepower though the entire power band. A gain of 4 to 6 hp was gained from 6800 to redline.
Parts
Header, CARB EO stickers, exhaust flange gasket, washers, O2 plug, donut gasket
Tools
12mm combination wrench, 12mm socket, breaker bar, extension, ratchet, WD40
Temperature
77.2 degrees FahrenheitTemperature difference from previous run: +0.4 degrees Fahrenheit
Installation time
60 minutes
Dyno 3
Edelbrock 4-2-1 header
146.8 HP 97.1 TQ
| 2000 to 3500 HP range: 0 to 1 | 2000 to 3500 TQ range: 0 to 1 |
| 3500 to 5500 HP range: 3 to 4 | 3500 to 5500 TQ range: 2 to 3 |
| 5500 to red line HP range: 3 to 6 | 5500 to red line TQ range: 2 to 4 |
| Peak HP 146.8 | Peak TQ 97.1 |
Dyno 4
Skunk2 Pro 1+ camshaft, titanium retainers, racing valve springs 161.4 HP 103.9 TQ
| 25000 to 3500 HP range: 1 to 3 | 2000 to 3500 TQ range: 2 to 3 |
| 3500 to 5500 HP range: 4 to 8 | 3500 to 5500 TQ range: 5 to 10 |
| 5500 to red line HP range: 9 to 18 | 5500 to red line TQ range: 5 to 11 |
| Peak HP 161.4 | Peak TQ 103.9 |
Tools
10, 12, and 14mm socket, 12mm open end, ratchet, extension, screwdriver, timing gun, valve lash tool, valve adjustment tool, and pliers
Parts
Camshaft, cam specification sheet, instructions, stickers
Temperature
78.3 degrees Fahrenheit
Temperature difference from previous run: +1.1 degrees Fahrenheit
Installation time
3 hours
Notes
Although we don't condone removing the catalytic converter because it is (COUGH COUGH) illegal, the factory emissions unit became a roadblock in our quest for horsepower and was decidedly removed to uncork the Civic's hidden power. Using the V-AFC, we found the B16 liked the larger fuel parameters in the higher RPM but due to the richer A/F, the catalytic was heating up and restricting the necessary flow. Using a Skunk2 off-road test pipe, we simply bolted on the unit and realized the initial VTEC crossover point needed to be raised from 5300 to 6300 rpm to smooth out the power curve. The power jumped 18hp and 11lb-ft of torque over our morning run with only the factory rev limiter halting our power curve. With a high rpm band we were confident the camshaft would allow us to gain even more power on the top end.