D16 Power - Edelbrock Intake Manifold

Testing was performed on a Superflow chassis dyno. Installation was straightforward. To start with, the electronic idle air control solenoid's water lines needed to be extended since the plenum sits a little farther back from its original position. We found out that's what the extra hose was for. Since our vehicle didn't need any of the extra vacuum ports we used the plugs provided with the manifold to plug the extra holes. One of the only major modifications made was to the intake pipe. By cutting the intake pipes bend section in half and clamping the longer section back in the silicone connector, we were able to get the original AEM intake on the vehicle to fit. However, if you do run it as a ram air, the intake's mounting brackets will not fit unless you replace the straight silicone connector with one that is double in length. In th end, if you buy the manifold it would be much better to get it with the AEM Edelbrock-manifold-specific air intake. On the dyno the Civic baselined 113.0 horsepower then picked up an additional 5.7 horsepower with the Performer X manifold giving it a peak of 118.7. Most of the power was realized 5900 to redline with a few extra ponies gained from 3200 to 4500. Torque was also picked up in the mid range section as well as the high rpm area. Peak output started at 93.7 @ 6200 rpm and with the manifold the torque hit 96.8 at the same rpm level.

While most have moved on to the DOHC B Series, the few lucky souls that have remained to stick with their D16 now have one more item to add to the SOHC power bin. As we stated early, there isn't a part on a Civic that can't find aftermarket replacement and with Edelbrock's new Performer X manifold now on the shelves, we can only guess what they will create next for the D16 engine.