need help please!

[crowbarsteel]

ok my crx has an ew2 engine and my vavle cover says 12valve but it has 2 intake 1 exhaust and 1 auxillary vavle i am new to honda's and really want to know how to pump up my performance with this engine and i was wondering how much horsepower i had and what the auxillary valve is for ohh yeah and it's a 3brrl please help me i'm just a kid

[crazi-85crx]

look around the forum, you'll find a lot. and welcome to AF.

[cvcc_wagon]

if your engine is in fact an EW2 it shouldn't have the aux. valve, the EW2 is the canadian version that did not have it, the USDM motor was the EW1 and it has the aux./CVCC valve. the aux. valve is what's known as the CVCC valve (CVCC=Controlled Vortex Combustion Chamber) basically there is a small chamber above the combustion chamber called a pre-combustion chamber which is fed by the aux. valve and that is fueled by the third barrel in the carb (the really small one on the front). the spark plug is in this pre-chamber. the fuel mixture fed into the CVCC chamber is slightly richer then that fed into the main chamber. the spark ignites this rich mixture first and that in turn ignites the air/fuel in the main chamber. the point of the CVCC system is to produce an efficient burn and good gas mileage. here is a Honda drawing of a first gen/second gen CVCC motor, the first gen motors were counterflow so it's not exactly the same as the third gen EW1 but it gives you an idea of what the CVCC system looks like

in general the CVCC system is not desirable because it doesn't flow particularly well so something that people often do is get an EW2 head (the canadian one without the CVCC system) or get an Si head and a canadian intake manifold or go with a complete Fuel injection swap.

[crowbarsteel]

dude thanks and i messed up it does say ew1 so i cant just dissconect the auxillary valve because then the spark wouldn't reach the combustion chamber correct i'm a technition but all this old carb and auxillary stuff is news to me they must've neglected to tell us this in school.so once again thanks
bryan

[cvcc_wagon]

you will run into troubles if you disconnect the aux valve as there will be very little fuel near the spark plug and as i'm sure you're aware of most engines are designed in such a way that the best mixture is placed by the spark. i remember reading once about someone who ran a sidedraft manifold and carbs that were intended for the canadian engine and he was getting a sudden loss in power at 5K rpm. the way to remedy (but not eliminate) this problem in that situation is to grind out a small slot between the intake manifold and the head to draw air/fuel from the main runners to the aux. runners. as for teaching you this in school, Honda is the only company that i'm aware of that used this system so it's not so surprising that they didn't teach you. Honda has not used CVCC motors since 87 when they stopped making carb motors (the 84-87 Si fuel injected motors do not have the CVCC system) in 88 all models went to FI so there were better and more efficient ways to produce batter gas mileage and economy. VTEC-E was their next major economy development in the mid 90's but that is a different story.

most people try and avoid the old CVCC motors by either getting an EW2 head, converting to FI with an Si head or swapping in the Integra D16A1 but what they don't realize is that Honda's first performance car, the Honda City (Mugen performance at that) was a counterflow (unlike the normal 1200 in the old civics which were crossflow) 1200cc, 5 point fuel injected, CVCC motor which was turbocharged. according to what i've read, the logic behind it was that the CVCC system was ideal for reducing predetonation with higher levels of boost however the motor only produced around 110hp so it's still doesn't hold a candle to what some of the bone stock N/A motors Honda produces today.