Back from the Dyno. Results inside
11-23-2002, 05:42 PM
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Back from the Dyno. Results inside
Well Robert(Reilly) & I took the car down to LA yesterday to get the engine management installed.
Problem one: After installing the 440cc injectors we had two fuel leaks. The O-rings supplied were too large for the aftermarket fuel rail. The rail was tearing the 0-rings supplied by RC.
Solution: We fixed the problem by using stock o-rings.
Problem two: The Air Intake Temperature sensor was reading 235º all the time. The AIT was fried. It was hooked up to the wrong connector on the wiring harness. Since it was receiving the wrong voltage, it fried.
Solution: Added another Sensor that was laying around the shop. It worked great.
Problem three: MAP Sensor. We forgot to buy a 3 bar map sensor. DOH!
Solution: We turned the boost 10psi. Not 14psi like planned.
Problem four: Robert planned on tuning the car with the exhaust dropped from the downpipe. Since he is planning on installing a cat-less 3" exhaust system. After dropping the exhaust the wideband o2 would not allow us to tune the car with the open exhaust since the wideband was inches from the open air. It would lean out every time.
Solution: We put the stock exhaust system and cat back on the car.
Problem Five: Robert's igniter on his distributor wasn't supplying enough signal to the dyno meter to read the torque. So no dyno sheet.
Solution: We were able to get HP Numbers @ Speeds. So I was able to do a whole lot of number crunching to get accurate HP & TQ numbers @ rpm. So I was able to plot a dyno.
Overall Robert is very disappointed with the HP numbers. He wanted to run open exhaust with 14psi. He was hoping to leave yesterday with 250+whp 200+wtq.
But thanks to the awsome work Jeff @ importbuilder did with tuning. The drivability of the car is amazing. The dyno curve is smooth. The engine seems to be working a lot less to achieve the same power as before.
Well even with 220 Wheel HP in a 2000lb car feels nice. It has the same power an mine but 40lb-ft tq then I do. LSD equipped transmission. Plus his graph is a nice smooth curve. Mine was very choppy. Plus his car weighs roughly 500 lbs less then mine.
Soon future upgrades:
VTEC Head so he can rev is out to 8000-8500rpm. Plus the head flows.
JG Intake Manifold.
3" Testpipe
3" Exhaust
11psi (300whp)
This is his graph lined up with mine.
Modifications:
- B18B Engine 9.2:1cr
- Drag III Turbo Kit
- Spearco FMIC
- Manual Boost Controller
- HKS Blow-off Valve
- Type-R Transmission
- Type R Radiator
- FAL Dual Fans
- ACT 6 puck Clutch
- Lightened Flywheel
- Holley in-line Fuel Pump
- B&M Fuel pressure regulator
- STR Fuel Rail
- Hondata S100
- RC 440cc Injectors
- Type R b-pipe
- Type R Cat
- No Muffler
We would also like to thank Jerry & Jeff for all thier hard working getting all these problems fixed and getting the hondata to work. It sucks when you have to drive 5 hours to go to the best honda tuner shop in california. But it's all worth it.
http://www.importbuilders.com
Problem one: After installing the 440cc injectors we had two fuel leaks. The O-rings supplied were too large for the aftermarket fuel rail. The rail was tearing the 0-rings supplied by RC.
Solution: We fixed the problem by using stock o-rings.
Problem two: The Air Intake Temperature sensor was reading 235º all the time. The AIT was fried. It was hooked up to the wrong connector on the wiring harness. Since it was receiving the wrong voltage, it fried.
Solution: Added another Sensor that was laying around the shop. It worked great.
Problem three: MAP Sensor. We forgot to buy a 3 bar map sensor. DOH!
Solution: We turned the boost 10psi. Not 14psi like planned.
Problem four: Robert planned on tuning the car with the exhaust dropped from the downpipe. Since he is planning on installing a cat-less 3" exhaust system. After dropping the exhaust the wideband o2 would not allow us to tune the car with the open exhaust since the wideband was inches from the open air. It would lean out every time.
Solution: We put the stock exhaust system and cat back on the car.
Problem Five: Robert's igniter on his distributor wasn't supplying enough signal to the dyno meter to read the torque. So no dyno sheet.
Solution: We were able to get HP Numbers @ Speeds. So I was able to do a whole lot of number crunching to get accurate HP & TQ numbers @ rpm. So I was able to plot a dyno.
Overall Robert is very disappointed with the HP numbers. He wanted to run open exhaust with 14psi. He was hoping to leave yesterday with 250+whp 200+wtq.
But thanks to the awsome work Jeff @ importbuilder did with tuning. The drivability of the car is amazing. The dyno curve is smooth. The engine seems to be working a lot less to achieve the same power as before.
Well even with 220 Wheel HP in a 2000lb car feels nice. It has the same power an mine but 40lb-ft tq then I do. LSD equipped transmission. Plus his graph is a nice smooth curve. Mine was very choppy. Plus his car weighs roughly 500 lbs less then mine.
Soon future upgrades:
VTEC Head so he can rev is out to 8000-8500rpm. Plus the head flows.
JG Intake Manifold.
3" Testpipe
3" Exhaust
11psi (300whp)
This is his graph lined up with mine.
Modifications:
- B18B Engine 9.2:1cr
- Drag III Turbo Kit
- Spearco FMIC
- Manual Boost Controller
- HKS Blow-off Valve
- Type-R Transmission
- Type R Radiator
- FAL Dual Fans
- ACT 6 puck Clutch
- Lightened Flywheel
- Holley in-line Fuel Pump
- B&M Fuel pressure regulator
- STR Fuel Rail
- Hondata S100
- RC 440cc Injectors
- Type R b-pipe
- Type R Cat
- No Muffler
We would also like to thank Jerry & Jeff for all thier hard working getting all these problems fixed and getting the hondata to work. It sucks when you have to drive 5 hours to go to the best honda tuner shop in california. But it's all worth it.
http://www.importbuilders.com
11-23-2002, 07:53 PM
#4
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Re: Back from the Dyno. Results inside (DIRep972)
u need to get rid of that type R cat u r loosing sooooo much power.
Plus the whimpy 2.25" non-mandrel(SP?) bent exhaust.
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