I/H/E Setup on the Teg
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From: Converse, TX, USA
I/H/E Setup on the Teg
Okay, will some of you Guru's fill me in on the actual benefits gained by the entire set up. Yes i have done my research and i have read articles both here and at t-i.net.
How much additional h/p (range is fine) is gained by the entire setup, how is gained by each part seperately??
What damages, if any, can be done to the engine by these mods? (Excluding Hydrolocking)
Thanks for your help.
How much additional h/p (range is fine) is gained by the entire setup, how is gained by each part seperately??
What damages, if any, can be done to the engine by these mods? (Excluding Hydrolocking)
Thanks for your help.
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From: assville, MI, USA
Re: I/H/E Setup on the Teg (AndrewJ)
Time to do more research 
Its I/H/C/E not I/H/E. The cat is an important part of a performance exhaust system, leaving it stock is going to cut off alot of the gains you would see with a highflow cat. Also, its time to stop thinking about each part working by itself. They all work together as a system. One part changes how the other parts work, its a system.
How much you can gain from them depends on your setup. What do you want out of your car? How much HP? Where in the powerband?
A simple bolt-on only car might see 15 - 20whp from a proper mated I/H/C/E. If you are planing on bigger and better things (cams, internals, supercharger, etc) the gains are not going to be as large because your piping will (should be, unless you want to buy a new exhaust after your bigger mods) be too large for your current engines output.
No damage can be done by i/h/c/e if installed properly.
Its I/H/C/E not I/H/E. The cat is an important part of a performance exhaust system, leaving it stock is going to cut off alot of the gains you would see with a highflow cat. Also, its time to stop thinking about each part working by itself. They all work together as a system. One part changes how the other parts work, its a system.
How much you can gain from them depends on your setup. What do you want out of your car? How much HP? Where in the powerband?
A simple bolt-on only car might see 15 - 20whp from a proper mated I/H/C/E. If you are planing on bigger and better things (cams, internals, supercharger, etc) the gains are not going to be as large because your piping will (should be, unless you want to buy a new exhaust after your bigger mods) be too large for your current engines output.
No damage can be done by i/h/c/e if installed properly.
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From: kyoto sangyo daigaku, kyoto, japan, sometimes bay area CA
Re: I/H/E Setup on the Teg (AndrewJ)
Is it illegal to have a high flow cat when driving on street roads?
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From: In a toilet, bowl, USA
Re: I/H/E Setup on the Teg (AndrewJ)
An I,H,E setup will not cause any harm to your engine, if anything it will make you car run a little more efficiently. Don't expect a huge amount of gain from it, more like in the range of 8 to 15hp. I recently dynoed my car with the typical I,H,E setup and came back with 152hp at the wheel. Its a little low but its also a 94 gsr. You can also check out additional info at this this link: http://www.importtuner.com/tech/0205it_ppintegra
[Modified by LostGsr, 3:56 PM 7/17/2002]
[Modified by LostGsr, 3:56 PM 7/17/2002]
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From: Toronto, ON, Canada
Re: I/H/E Setup on the Teg (2000GSR)
Actually, you can loose power on a improperly setup / too big exhaust system can you not? If you are not properly matching the diameter of the piping to your needs you may in fact be loosing low end midrange, bigger piping = more flow but not at the same velocity.
-Rage
-Rage
Thread Starter
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From: Converse, TX, USA
Re: I/H/E Setup on the Teg (dLo GSR)
Is it illegal to have a high flow cat when driving on street roads?
they are legal. well, certain ones. but good luck passing emissions
they are legal. well, certain ones. but good luck passing emissions
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From: CO, USA
Re: I/H/E Setup on the Teg
My LS with I/H/E dynoed at 126.1 whp and 113.6 wtq... Assuming 15%-20% drivetrain loss, that's 148-157 hp and 133-142 tq at the crank. Stock is 140 hp and 126 tq. So, I got a gain of 8-17 hp and 7-16 tq at the crank. I'm curious to see how much a high flow cat would help.
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From: Chattanooga, TN, USA
Re: I/H/E Setup on the Teg (o_Rage_o)
Actually, you can loose power on a improperly setup / too big exhaust system can you not? If you are not properly matching the diameter of the piping to your needs you may in fact be loosing low end midrange, bigger piping = more flow but not at the same velocity.
-Rage
-Rage
As for the cat it is part of the system but you are not losing "Alot" of power but about 2 hp would be a good gues. That being said I agree you should get a cat but for more than just the 2 hp the cat will give you. most of the good headers these days are 2.5" collector headers and require the cat to even fit.
For a the whole system I would say
AEM/JDM 4-1/Caround Cat/Exhaust of your choice - 16-20 whp
AEM = 8-10 whp (Iceman made 10 whp on my old GSR)
JDM 4-1 = 4-5 whp
Carsound Cat = 1-2 whp
Exhaust = 3-4
Best bet is to do these things and then get a a/f controller like the VAFC. You will smooth your power curve and by leaning out can pick up power throughout the power band.
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From: assville, MI, USA
Re: I/H/E Setup on the Teg (Asahi)
2.5" exhaust on a TypeR (I am guessing you are talking about a type R, with "R Guys") shouldn't be large enough where its going to cause more of a problem than the stock restrictive system. Try slapping on a 3" exhaust and see what happenes
I can't agree with this way of thinking. Because each part works together, each part is going to get different results with different parts. You can't just say headers add 5whp, and exhaust adds 4whp.
Dyno each one with an otherwise stock system, and then dyno them together, I garuntee it won't add up (ie: 5whp & 4whp, together it won't be 9whp). The same thing with the cat. Sure on a bolton system it might give you 1-2whp, but once you start producing alot of output having a stock cat is going to restrict you from alot of gains you otherwise would see.
With just boltons, the car is not producing enough power were the cat is going to be an ungodly bottleneck. Once you start getting serious, weither its cams&pistons, FI, etc you are going to have alot of exhaust flow hitting the restrictive cat, and the result will be backpressure.
(sure you know this, just a gets on anoying when people are looking for more power after I/H/E, and never consider a cat, even after a speech or recomendation about it )
[Modified by StyleTEG, 3:43 PM 7/18/2002]
As for the cat it is part of the system but you are not losing "Alot" of power but about 2 hp would be a good gues
Dyno each one with an otherwise stock system, and then dyno them together, I garuntee it won't add up (ie: 5whp & 4whp, together it won't be 9whp). The same thing with the cat. Sure on a bolton system it might give you 1-2whp, but once you start producing alot of output having a stock cat is going to restrict you from alot of gains you otherwise would see.
With just boltons, the car is not producing enough power were the cat is going to be an ungodly bottleneck. Once you start getting serious, weither its cams&pistons, FI, etc you are going to have alot of exhaust flow hitting the restrictive cat, and the result will be backpressure.
(sure you know this, just a gets on anoying when people are looking for more power after I/H/E, and never consider a cat, even after a speech or recomendation about it
)[Modified by StyleTEG, 3:43 PM 7/18/2002]
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From: Chattanooga, TN, USA
Re: I/H/E Setup on the Teg (StyleTEG)
2.5" exhaust on a TypeR (I am guessing you are talking about a type R, with "R Guys") shouldn't be large enough where its going to cause more of a problem than the stock restrictive system. Try slapping on a 3" exhaust and see what happenes
As for the cat it is part of the system but you are not losing "Alot" of power but about 2 hp would be a good gues
I can't agree with this way of thinking. Because each part works together, each part is going to get different results with different parts. You can't just say headers add 5whp, and exhaust adds 4whp.
Dyno each one with an otherwise stock system, and then dyno them together, I garuntee it won't add up (ie: 5whp & 4whp, together it won't be 9whp). The same thing with the cat. Sure on a bolton system it might give you 1-2whp, but once you start producing alot of output having a stock cat is going to restrict you from alot of gains you otherwise would see.
With just boltons, the car is not producing enough power were the cat is going to be an ungodly bottleneck. Once you start getting serious, weither its cams&pistons, FI, etc you are going to have alot of exhaust flow hitting the restrictive cat, and the result will be backpressure.
(sure you know this, just a gets on anoying when people are looking for more power after I/H/E, and never consider a cat, even after a speech or recomendation about it )
[Modified by StyleTEG, 3:43 PM 7/18/2002]
As for the cat it is part of the system but you are not losing "Alot" of power but about 2 hp would be a good gues
I can't agree with this way of thinking. Because each part works together, each part is going to get different results with different parts. You can't just say headers add 5whp, and exhaust adds 4whp.
Dyno each one with an otherwise stock system, and then dyno them together, I garuntee it won't add up (ie: 5whp & 4whp, together it won't be 9whp). The same thing with the cat. Sure on a bolton system it might give you 1-2whp, but once you start producing alot of output having a stock cat is going to restrict you from alot of gains you otherwise would see.
With just boltons, the car is not producing enough power were the cat is going to be an ungodly bottleneck. Once you start getting serious, weither its cams&pistons, FI, etc you are going to have alot of exhaust flow hitting the restrictive cat, and the result will be backpressure.
(sure you know this, just a gets on anoying when people are looking for more power after I/H/E, and never consider a cat, even after a speech or recomendation about it
)[Modified by StyleTEG, 3:43 PM 7/18/2002]
I agree that a cat is part of the system and no you can't say a header will make X and a cat will make X and get XX. But you can predict a range and the system put together will fall within that range. Bolt on's make little power and it isn't hard to guess about what the system will make.
He doesn't sound like pistons and cams are a consieration and don't always have to be. a stock cat will be sufficient for stock cams and compression so the "system" can be complete with a stock cat.
Note: I don't advocate keeping the stock cat but for some other reasons as well as the ones style stated.
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From: assville, MI, USA
Re: I/H/E Setup on the Teg (Asahi)
open header is quite a bit difference than an oversized exhaust.
With an open header, the exhaust pulses can escape the system quickly and easily. There is no restriction to their exit.
On the other hand, a 3" exhaust on a system only makeing enough power to warrent a 60mm exhaust, the pulses are to small and literally bounce off the insides of the exhaust piping causing them to slow down and exit slower than on a properly sized exhaust system.
With an open header, the exhaust pulses can escape the system quickly and easily. There is no restriction to their exit.
On the other hand, a 3" exhaust on a system only makeing enough power to warrent a 60mm exhaust, the pulses are to small and literally bounce off the insides of the exhaust piping causing them to slow down and exit slower than on a properly sized exhaust system.
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From: Chattanooga, TN, USA
Re: I/H/E Setup on the Teg (StyleTEG)
open header is quite a bit difference than an oversized exhaust.
With an open header, the exhaust pulses can escape the system quickly and easily. There is no restriction to their exit.
On the other hand, a 3" exhaust on a system only makeing enough power to warrent a 60mm exhaust, the pulses are to small and literally bounce off the insides of the exhaust piping causing them to slow down and exit slower than on a properly sized exhaust system.
With an open header, the exhaust pulses can escape the system quickly and easily. There is no restriction to their exit.
On the other hand, a 3" exhaust on a system only makeing enough power to warrent a 60mm exhaust, the pulses are to small and literally bounce off the insides of the exhaust piping causing them to slow down and exit slower than on a properly sized exhaust system.
I am trying to agree with you for the most part just trying to make sure the benefits don't get overstated.
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From: assville, MI, USA
Re: I/H/E Setup on the Teg (Asahi)
I've seen no real world applications that show back pressure to be an advantage to power or low end.
Correctly sized exhaust will maintain optimal velocity and scavanging out of the cylinder. So the exhaust will exit the system quicker than when using a bigger pipe.
Exhaust piping that is too large will move slower, as pictured in my previous post.
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From: Chattanooga, TN, USA
Re: I/H/E Setup on the Teg (maggsgsr)
Hey RK whats your setup?Those are pretty good numbers,a **** hair more tq than a stock itr and about the same WHP.