First off, extra thanks to Dave at DNR in Hayward, California for the use of dyno.

I got home just pass mid-night. I started the install around 5 pm. It's my first time doing SOHC VTEC although I've done many DOHC VTEC installs. I took it slow and easy making sure I did everything right. I made 16 passes on the dyno and here is the result of before and after. The parts installed this evening were:

AKMEE D16Z6 Type-S cam lashed to (.007" intake .009" exhaust)
AKMEE D16Z6 valve springs
AKMEE D16Z6 titanium retainers
AKMEE D16Z6 cam gear (-2)

the car has stock D16Z6 engine with unkown milage, probably around 90k miles. it is mildly modified with bolt-on's

AEM cold air intake
EBAY stainless steel 4-2-1 header with 2.1" outlet
JDM 60 mm test pipe
JDM 60 mm catback exhaust
Katman SOHC VTEC program
B&M FPR
CM 7 lbs aluminum flywheel
CM full face kevlar clutch
Magnecor 8mm wires
Bosch spark plugs
Valero 87 octane gas
16 deg BTDC timing

couple of weds ago the car ran 15.3 @ 92.3 mph weight is about 2150 lbs w/driver. we will try to drag the car again next week the trapspeed should increase to 95 mph or maybe even slightly more. I'm beat so I'm going to crash. More info tomorrow.

Red - baseline (I made 3 baseline pulls to start the evening with, all within 1 whp with #3 being slightly better)
Blue - best run of the night setting = cam gear -2, 16 deg BTDC timing, 50 psi fuel pressure

Notice the stock cam makes more power from 5200 to 6000 rpm. Next week sometimes we'll tune the car on Neptune to see if that can be regained.

 

type s cam?? cna you fill me in btw thats pretty fast for a sohc motor

 

^^what he said, i wanna know more info

 

project remix showing off D16Z6's potential on DNR's DynoJet 248C.


AKMEE Powered! Now maybe you will have a chance to catch that pesky road runner!


Side by side against D16Z6


Our camshafts are precision chill casted using Japanese OEM technology.


Ever take a close look at the Honda D16Z6 camshaft? It is very high tech and multi piece. All the lobes slide on to the shaft!!




The three baseline pulls were all within 1 whp but #3 is shown as it is the best. #11 is the best we can muster with limited tuning with B&M fuel pressure regulator and maximum distributor advance. Except for 5200-6000 rpm more power was made everywhere with 6 whp gained at peak and whopping 19.5 whp @ 7700 rpm.

Good stuff





Modified by TrackSpeedRacing at 6:25 PM 10/13/2005

 

good **** where you there ramil?

 

15.3 @ 92.3, i'm guessing no traction, that trap speed should be in the high 14s, am i right?

 

Hmmm...

-Kendall, who thinks this could get nasty with a good header and ITB's.

 

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

-Kendall, who thinks this could get nasty with a good header and ITB's.</TD></TR></TABLE>

Plus a little more compression.... awesome numbers....

 

great info

 

ramil is a buster hahaha jk


btw nice #s on the sohc, i likey likey

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RagingAngel &raquo;</TD></TR><TR><TD CLASS="quote">Plus a little more compression....</TD></TR></TABLE>

Mill the head and run a 1 layer gasket.

 

yah definetely feeling some CR increase would be nice. simple mill for some CR gain and better quench. but i'm loving how good it runs on 87 oct right now, looking at the torque curve a smoothing 0 it is not bad at all. going to slap on my spare msd 6 & blaster 3 coil to see if it can help with a little milage. i've got next Thursday schedule for some Neptune magic on Dynapack by Andy (SEFIxCivic) on R.CREW's Dynapack we'll be able to extract what the current combo has to offer. I'm so tempted to slap on skunk IM and GSR TB before doing so, should i or should i not before we Neptune it?!?!?! the reason being we will be able to get more accurate measurement gain of the valvetrain upgrade with out the IM and TB upgrade. but i smell 140+ whp without ever taking the head off... cleaning the dirty *** AEM K&N filter element might help a little bit too.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by quisp &raquo;</TD></TR><TR><TD CLASS="quote"> I'm so tempted to slap on skunk IM and GSR TB before doing so, should i or should i not before we Neptune it?!?!?!

the reason being we will be able to get more accurate measurement gain of the valvetrain upgrade without the IM and TB upgrade. but i smell 140+ whp without ever taking the head off... cleaning the dirty *** AEM K&N filter element might help a little bit too. </TD></TR></TABLE>

I think you should leave the IM/TB for the moment and try and give it Neptune, it might peak at 140whp anyway

Do you guys have an ITR AEM laying around? I think MistaBone showed it gave good gains on the Z6 over the Z6 specific AEM.

Watching this build closely as it is definitely something I'd be interested in putting together... Good luck this coming Thurs.

 

I say put the im/tb combo on and squeeze as much out of it as you can, also as mentioned above try and find a 3" cai like the type r aem

 

What exactly is the biggest limiting factor for the air on a Z6? Cams, head, or manifold?

 

very cool
kicking lil sohc making more to the wheel then stocker did to the crank
I liked reading about your motor.

 

cam looks like the blox stg.2

great info

 

whats the price on that camshaft?

 

who makes a decent header for the d series, caz i know that ebay one is restricting this guy a lot

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by young noob &raquo;</TD></TR><TR><TD CLASS="quote">who makes a decent header for the d series, caz i know that ebay one is restricting this guy a lot</TD></TR></TABLE>


SMSP or AN-R

 

or maybe i shold rephrase it, how about a decent affordable header for a d series

 

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

Plus a little more compression.... awesome numbers.... </TD></TR></TABLE>

P29 pistons

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by young noob &raquo;</TD></TR><TR><TD CLASS="quote">who makes a decent header for the d series, caz i know that ebay one is restricting this guy a lot

or maybe i shold rephrase it, how about a decent affordable header for a d series</TD></TR></TABLE>

if the ebay header holds up over time it IS the affordable header that works. the dyno result clearly shows it works just fine. the ebay header is not perfect but it will be difficult to produce a better bang for the buck one. not for less than $450. who would spend $450 on a header when a $125 one works so well? better spend the money on the valve train


---------------------------------------------------------------------------------

okay here are few more graphs.



first the three baseline pulls. in the before/after graph, i use #3 which is the strongest graph. if i just use #1 as stock graph and pick the best "after" graph i could have "shown" 8 whp gain at hp peak and 20-21 whp @ 7700 rpm.



this graph shows dropping in the AKMEE valve train, with the cam gear at 0 just like stock, with out any fuel pressure. shows the power of the cam profile. about 5 whp gain at hp peak and just under 15 whp gain @ 7500 rpm (if i reved to 7800 i'm sure it would be 15 whp). definete loss below vtec if you don't tune it.



this graph shows cam gear at zero vs -2. everything else being equal (same 16 deg timing and fuel pressure still @ 42 psi). we can see it gains quite a bit on the top with minimal low and mid range loss.



here's the before/after SAE corrected graph with conditions (as you can see it was not dramatically different; it got slightly cooler, but then slightly more humid).



and the fun one. what is going on below vtec there? looks like iVTEC doesn't it??? hehehe... what do you think it is?



and here's the graph to backup my claim of now remix feels like a stock b16a. if i throw in the skunk2 IM + larger TB, phoenolic gasket, the top end should be closer yet!

and here's another kick, in my original post i wrote about using Patrick Hale's hp calculator and it had suggested the car to make about 130 whp if it weighted 2150 lbs. well guess what i corner weighted the car today and it was 2149 lbs with me in it! how accurate is that... so the formula predicts 93.7 mph trapspeed with 138 whp @ 2150 lbs but i think the mph will be slightly faster than that on wed.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 92Jspec &raquo;</TD></TR><TR><TD CLASS="quote">

P29 pistons </TD></TR></TABLE>

might be clearance issues since the valve notches are in a different location......

 

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



and here's the graph to backup my claim of now remix feels like a stock b16a. if i throw in the skunk2 IM + larger TB, phoenolic gasket, the top end should be closer yet!

</TD></TR></TABLE>

Do you have this particular graph backwards? By what is shown, Project Remix (blue line) has already breached the 140whp mark but is making less torque than the charts you just posted up.

EDIT: Chart now reflects the correct numbers/relations


Modified by RagingAngel at 2:18 AM 10/19/2005