Thought I would post this up.... Dyno chart is from a Mustang chassis dyno. I will have a Dynojet 248 plot tomorrow. Here's the set-up:


EDIT - I was incorrect on the pistons
B16 (JDM XSi Head and Block)
King Stage IV Port (milled 50k)
US Civic Si Pistons (PR3)
Stock Rods
ITR Valves, Springs, Retainers, LMAs
ITR Intake Manifold
ITR Throttle Body w/ King Big Bore Service
ITR Cams
AEM Cam Gears
Mugen 4-2-1 Header
2.5" Short Ram intake w/ AEM filter
2.5" Mandrel bent exhaust with Magnaflow resonator and Muffler
Hondata S100 tuned by Tim here at King




Modified by Ausmith at 9:53 AM 8/4/2005

 

Not bad for a b16..

 

Especially for one with only OEM parts.

 

You can probably still get more power with a better header and porting the intake mani, they are still nice numbers for a b16. Are you planning any more mods?

 

nice numbers....

 

so that would be what? 188 HP and 125 TQ on a standard Dynojet?

Still kick *** #'s for a b16. BTW whats ur compression at?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMlyfestyle &raquo;</TD></TR><TR><TD CLASS="quote">so that would be what? 188 HP and 125 TQ on a standard Dynojet?

Still kick *** #'s for a b16. BTW whats ur compression at?</TD></TR></TABLE>

More like 199 and 137.5

 

For reference below is a stock B16B (CTR motor) on a Mustang dyno.

 

now get to a track and lets see some times

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMlyfestyle &raquo;</TD></TR><TR><TD CLASS="quote"> BTW whats ur compression at?</TD></TR></TABLE>

11.2:1
Tuned on 93 Octane Reformulated Wisconsin Gas

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMlyfestyle &raquo;</TD></TR><TR><TD CLASS="quote">now get to a track and lets see some times </TD></TR></TABLE>

Not a drag car. The car belongs to Car & Driver - we built the chassis and motor for them to do some rally racing. Chassis is a 1988 Teg. There will be several articles about the car in some of their upcoming issues.

 

How agressive did you go on the Ignition timing?

what was the final AFR?

 

..nice numbers with only ITR cams! ...

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Ausmith &raquo;</TD></TR><TR><TD CLASS="quote">

More like 199 and 137.5</TD></TR></TABLE>

So it's about 20HP more on a Jet? how do you figure?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 1.6i &raquo;</TD></TR><TR><TD CLASS="quote">..nice numbers with only ITR cams! ...

So it's about 20HP more on a Jet? how do you figure?</TD></TR></TABLE>

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Ausmith &raquo;</TD></TR><TR><TD CLASS="quote">Not a drag car. The car belongs to Car & Driver - we built the chassis and motor for them to do some rally racing. Chassis is a 1988 Teg. There will be several articles about the car in some of their upcoming issues.</TD></TR></TABLE>

that should be alot of fun.

is there any insider info you can post before C&D releases info on the car?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 1.6i &raquo;</TD></TR><TR><TD CLASS="quote">..nice numbers with only ITR cams! ...

So it's about 20HP more on a Jet? how do you figure?</TD></TR></TABLE>

All of our testing has shown that the Mustang reads about 10% lower than a Dynojet 248.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMlyfestyle &raquo;</TD></TR><TR><TD CLASS="quote">How agressive did you go on the Ignition timing?

what was the final AFR?</TD></TR></TABLE>

I'll ask Tim about the ignition curve, nothing out of the ordinary. We typically tune this type of build to 13.1 ~ 13.2 AFR at WOT.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Ausmith &raquo;</TD></TR><TR><TD CLASS="quote">

All of our testing has shown that the Mustang reads about 10% lower than a Dynojet 248.</TD></TR></TABLE>
I really doubt a stock block/crank/rod B16 can put down 137+ ft/lbs of torque on a DynoJet. Thats as much as a healthy 1.8L ITR/GSR

 

Nice number for the mods, you can hit higher number with a better intake and custom header.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Ausmith &raquo;</TD></TR><TR><TD CLASS="quote">For reference below is a stock B16B (CTR motor) on a Mustang dyno.
</TD></TR></TABLE>

you must under stand that there are several types of mustang dynos, and they can read very different. i used to work at one that read dead on with dynojet numbers.

none the less still very impressive.

 

ive seen the South bend clutch supra throw down 894 whp on a Dynojet at Kaizer's in south bend.

Then he went to angel automotive. also dynojet and threw down 901 whp

then only put down 853 on a mustang dyno.

 

done one week apart . the mustang dyno plot had some additional tunning but mostly to smooth power below the curve.

 

Eeeek, I wish you hadn't posted that B16B chart. I am now embarrased for my anemic little motor.

 

From what i've seen Mustang Dynos read higher...

Depends on how they are setup, tho...I doubt that setup is going to make much more than 180 ona Dynojet. There's no replacement for displacement...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Suprdave &raquo;</TD></TR><TR><TD CLASS="quote">There's no replacement for displacement...</TD></TR></TABLE>

amen