We did some intake experimentation today.



I've always considered the AEM cold air to be an extremely poor intake design. With Mike's heavy duty k24 + JRSC setup, the AEM 2.5" pipe diameter cold air intake really holds things back. In fact, the last time we dyno tested, there was almost zero HP gain with open header. I was certain that the intake was partly to blame for this. Any car should make more power with open header. The fact that the power output stayed essentially the same after re-connecting the exhaust was a telltale sign that there were some serious bottlenecks upstream of the exhaust.

Today, we got verification of this and I think I finally convinced Mike to let me build him an intake. In regards to the picture posted, That is my custom cold air intake developed for a 2.0L N/A motor. It's sticking up like that becuase we had to put it on backwards in order to get the sucker to fit. This obviously hurt it's efficency somewhat, but it still did a world better than the AEM.

We were having some major belt slippage issues. Boost peaked at about 9.6psi just before 6000rpm but fell to just under 7psi at redline. In the dyno you can see at 7500rpm where the belt really starts to slip around 7500rpm. Once we get the belt slip issue fixed with a better belt (FYI, NAPA belts work in a pinch, but slip terribly) The hp will continue to increase after 7500 instead of falling. This setup is capable of producing over 300whp once we get everything running as it should.

There is a lot more tuning left to be done but Mike really needs to get the intake first. The red was the dyno with the intake & open header, the blue line is the dyno with the AEM intake & exhaust connected. The engine was tuned on 93 octane pump gas. Maybe someday I can convince Mike to throw some c12 in there since his primary o2 sensor appears to be close to dead as it is. :-P

 

So with that intake you will be able to ford rivers right?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by dr_latino999 &raquo;</TD></TR><TR><TD CLASS="quote">So with that intake you will be able to ford rivers right?</TD></TR></TABLE>

LMAO. consider it our way of giving the middle finger to hydrolock. HAHA!

but really, we just wanted to see just how bad the AEM intake was. If an intake designed for a 2.0L n/a car could make that kind of an impact, surely one that is specific to this application will perform even better.

 

LOL!


@chunky -- Interesting.

 

Any reason why x-over is so high?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18CXr &raquo;</TD></TR><TR><TD CLASS="quote">Any reason why x-over is so high?</TD></TR></TABLE>

I guess when they have 160 pounds at 2000 RPM they're not so concerned about it.

 

The first time @ the dyno we tuned the cam angles & VTEC x/o with the AEM intake.

When all was said and done, the low cam was making about 10 more HP up to 6000rpm where the high cam really took off. the 6000rpm x/o point is based on the AEM intake. I didn't re-tune the x/o for the intake this time due to time constraints. We're working on Mike's new intake & exhaust. when that goes in, we'll re-tune, but for now, with the AEM the 6000rpm x/o is ideal even though it looks like a really harsh jump on the dyno plot. From looking at the maps last night, I adjusted the VTEC lobe timing but did not tweak the low cam, there's a fair amount of power tied in to that will smooth the transition - I've already sent Mike an updated calibration. Time was a bit of an issue, and the primary objectives were to establish the need for a new intake or lack thereof and tune for peak power.

The other thing I noticed is that if I had a really low VTEC, the boost levels would be about 3psi off up until 6000rpm.

At any rate, it was determined on the dyno and not randomly.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by chunky &raquo;</TD></TR><TR><TD CLASS="quote">There is a lot more tuning left to be done but Mike really needs to get the intake first. The red was the dyno with the intake & open header, the blue line is the dyno with the AEM intake & exhaust connected. The engine was tuned on 93 octane pump gas. Maybe someday I can convince Mike to throw some c12 in there since his primary o2 sensor appears to be close to dead as it is. :-P

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

it says you did a dyno with a AEM intake and the exhuast connected and then you did a dyno with your intake with open header. would that make a difference on the dyno?

 

The other thing I noticed is that if I had a really low VTEC, the boost levels would be about 3psi off up until 6000rpm.




adjusting the cam angle on high cam will help that, I've done a few SC'ed K-series and the key is to get the cam angle correct to help hold constant psi. No biggy, just some info that may or may not help

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by aznbo1626 &raquo;</TD></TR><TR><TD CLASS="quote">it says you did a dyno with a AEM intake and the exhuast connected and then you did a dyno with your intake with open header. would that make a difference on the dyno? </TD></TR></TABLE>

From the previous dyno session, we actually lost 1-2 peak HP when we disconnected the exhaust with the AEM intake. Being open header would have made little to no difference with the AEM intake and would have actually given the custom setup a slight edge.

With the custom intake hooked up & the exhaust hooked up, we were making 10hp over the AEM. So you can figure that the other 8hp were related to exhaust bottlenecks.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18CXr &raquo;</TD></TR><TR><TD CLASS="quote"> adjusting the cam angle on high cam will help that, I've done a few SC'ed K-series and the key is to get the cam angle correct to help hold constant psi. No biggy, just some info that may or may not help</TD></TR></TABLE>



We tuned the cam angles and with the high cam the boost profile was very similar across the range of cam adjustment. The boost curve from the last dyno session looked like this

click me

The black line was the MAP. with the VTEC x/o set at 3000, there was considerably less boost up until 6000rpm. Granted, more boost doesn't always equate into more power, but in this case the car was making more power.

Remember, this was the first blown k24a2 in the country to have the Ksc cams installed. Admittedly, I do need more time to work on the midrange. We'll be re-evaluating everything when the fully custom I/h/e setup goes on.

 

Remember, this was the first blown k24a2 in the country

ditto that

just like the first K24Frank a few years back

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18CXr &raquo;</TD></TR><TR><TD CLASS="quote"> Remember, this was the first blown k24a2 in the country

ditto that

just like the first K24Frank a few years back </TD></TR></TABLE>

how is your car doing? did you end up keeping it?

 

how is your car doing? did you end up keeping it?


it's still a POS,


god I hate that car

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18CXr &raquo;</TD></TR><TR><TD CLASS="quote">how is your car doing? did you end up keeping it?


it's still a POS,


god I hate that car</TD></TR></TABLE>

the ep3 gets no love

 

p1 auto & the first frankenstein ep3

didn't mike snap the neck on the charger??? how was that resolved?

his car is a growing beast !