R&D Dyno in Gardena:

222.7WHP
144.9 torque

More later.


Modified by b19coupe at 4:11 PM 3/7/2008

 

cmon what a tease..astleast give us the specs geez todd

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EVOL &raquo;</TD></TR><TR><TD CLASS="quote">cmon what a tease..astleast give us the specs geez todd </TD></TR></TABLE>

 

 

That thing makes wicked torque. Nice engine!

 

no even hints whats in this?

 

nice numbers

 

I hate teasers, give us motor spec

 

Thanks Todd - so i see the #'s now I have no idea what you did to get it......haha either way it must feel great down the street infront of R&D

 

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b19coupe &raquo;</TD></TR><TR><TD CLASS="quote">I had the ITR head off to do some flow testing and for Tom to see if he could squeeze any more flow from the head. Import Builders did the head for me a few months back, but I never flow tested it before. Tom at Portflow managed to get another 5-7 CFM at the higher lift points on the intake side to the tune of 308.5CFM@0.550" of lift


While the IB head was off I put a head that JG did for me on the car, but not before Tom flowed it as well. The JG head managed only 280.3CFM@0.550" of lift on the intake side.


The IB head has been back on the car for a couple of weeks and I finally found some time today to get the thing on the dyno. I was mildly surprised when the car was able to put down 244.2 WHP (hub) and 165.7 ft.-lbs. of torque on Shawn Church's Dynapack. I had previously tuned the motor with the JG head installed, open header, and managed only 235.4 WHP and 161.6 ft.-lbs. of torque. Same motor, same cams, same intake, and both configurations tuned to a tee with Hondata S300. My hat is off to Import Builders for a great port job and to Tom Fujita at Portflow for making a great head even better



After I finished tuning the car with the Magic intake, I slapped the AEM CAI that is normally on the car for daily driving back on. I made a few passes to clean up the A/F and the motor was able to put down 240.8 WHP and 162.5 ft.-lbs. of torque



I plan on doing a little more testing with this motor so stay tuned



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

 

So anyways, I woke up this morning and had a nice bowl of Cocoa Puffs. Rolled to my local 76 station and filled up with high octane, power producing 91 octane California Rocket Fuel. Then I jammed into traffic on the 405 and made my way to R & D Dyno in Gardena. Slapped on the "Magic" intake and waited. Had a 9:00 appointment and Darren was ready to go in short order. Strapped # 895 in and made three fairly quick passes and obtained the chart at the top of the page.
Car on the dyno:


The motor is a magically put together JDM Toda/Spoon/Mugen masterpiece. Honda collaborated with those three JDM Megatuners to produce this one of a kind 1.8 liter VTEC screamer; and after it was all done MR. Honda sprinkled magic fairy dust on the motor and gave it his blessing.

Oh, sorry, I was dreaming again. Back to reality. A couple of years back I misshifted my ITR and destroyed what was a very promising (and expensive) engine.


Cracked sleeves, junked head, the whole nine. Back to the drawing board. Dan Benson sleeved the motor for me-he does fantastic work, by the way. He cleaned up my ITR crank as well. I ordered a set of Wiseco 81.5mm 5cc dome Wiseco pistons from Jeff at Import Builders. Slapped the motor together with some ACL bearings and some slightly used Crower rods that were laying around.




The motor has been driven thousands of miles since that time and has seen countless dyno runs. Four different sets of camshafts, ITB's, 4 different headers, three different heads, 4 different intakes, 3 different intake manifolds, etc. etc. etc.
Around the middle of last year I was talking to Jeff about some stuff that he was working on. He showed me an intake manifold that had been cut open, ported, and welded back up. I had to have one. He also told me that the same guy that did the manifold ported heads. I was willing to try him.
When I got the head and manifold back and installed them on the car, I knew after driving the car around the block that this combination was dynamite. Time on a local Dynojet confirmed that this was one very strong 1.8 liter motor. 217 whp and 141 ft-lbs. of torque. This was back in August of 2005.
I have to confess now that this was not enough. When I had the motor sleeved I had the option of going as big as 83mm, 84mm or even 85mm, but I was determined to limit the displacement of the motor. I wanted to hit 220 WHP with the stock crank and only an 81.5mm bore. On pump gas. All motor. Mission accomplished


Cliffs on the motor:
ITR block sleeved and bored to 81.5mm.
Stock ITR crank-Crower rods-ACL rod and main bearings.
Wiseco 81.5mm 5cc dome pistons.
3" 'Magic' intake-70-68mm RPM Services throttle body.
RC 440 cc injectors
Import Builders ported ITR intake manifold.
Import Builders ported ITR head-stock ITR valves
(Portflow redid the valve job at my request and picked up a few CFM)
Toda C cams-Portflow springs and retainers.
Hytech ITR header.
Mugen Twin Loop cat back system-no cat.
Hondata S300 tuned by B19coupe
1818.7 cc's of screaming VTEC Power

222.7 WHP/144.9 torque

 

Very nice man, thats really cool that you set a limit and reached your goal. It would be easy as hell, and so damn tempting, to go with a 85 piston and reach 220 fairly easy, but thats cool that you stuck to your game plan. Congrats man

 

Wow crazy power, whats the compression like?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by clean rice &raquo;</TD></TR><TR><TD CLASS="quote">Congrats man </TD></TR></TABLE>
Thanks.
Anybody remember the WD40 Shootout?
http://www.importtuner.com/bse...ies07/
Those motors were 2 liters. This 1.8 liter motor is making about 270+ to the crank. 135+ HP per liter.
It would have taken second place.

 

hey Todd,

144 tq ....1.8L ...220-225 whp ....that's more like it.

nice numbers.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b19coupe &raquo;</TD></TR><TR><TD CLASS="quote"> So anyways, I woke up this morning and had a nice bowl of Cocoa Puffs. Rolled to my local 76 station and filled up with high octane, power producing 91 octane California Rocket Fuel. </TD></TR></TABLE>


sig worthy....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b19coupe &raquo;</TD></TR><TR><TD CLASS="quote">
Thanks.
Anybody remember the WD40 Shootout?
Those motors were 2 liters. This 1.8 liter motor is making about 270+ to the crank. 135+ HP per liter.
It would have taken second place. </TD></TR></TABLE>
Hate to burst your bubble, but look at the top of your Dynapack charts where it says "Fly Wheel Power". Before you get mad at me, consider that it was calculated with a 4.85:1 engine to hub ratio and your actual ratio is 4.87:1 (4.4*1.107) in 4th gear. You might like the Dynojet numbers a little bit better when you add the [roughly] 34hp absorbed by the "B" drivetrain at 8200 (Based on personal experience tuning MANY "B's" on the Dynojet).

Either way, I'm reading these charts to indicate somewhere between 245 and 256 BHP [crankshaft] with your setup which is VERY, VERY RESPECTABLE for the displacement. Good job Todd!!!


Modified by B20C5 Turbo at 11:10 PM 2/15/2006

 

whats your compression at?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B20C5 Turbo &raquo;</TD></TR><TR><TD CLASS="quote">
Hate to burst your bubble, but look at the top of your Dynapack charts where it says "Fly Wheel Power". Before you get mad at me, consider that it was calculated with a 4.85:1 engine to hub ratio and your actual ratio is 4.87:1 (4.4*1.107) in 4th gear. </TD></TR></TABLE>
Don't get too caught up in the "Flywheel Power" printed on the top of the graph. If we set up the Dynapack with a transmission correction factor to calculate the "Flywheel Power", then the numbers would be much higher and should be comparable to a DTS engine dyno. Notice that all of our graphs at Church Automotive Testing list a TCF of 1.00. The power numbers you see are as measured at the hubs.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Shawn Church &raquo;</TD></TR><TR><TD CLASS="quote">In our experience, a manual transmission FWD car will lose 20-25 hp to the hubs on the Dynapack.</TD></TR></TABLE>.
http://home.earthlink.net/~spc....html
The 245 that this motor produced on the Dynapack is actually 265-270 flywheel horsepower. I don't get mad, I just make more power.
There are always going to be the doubters and the critics-they do not bother me

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 1 2 NV 6:03 AM 2/20/2003 &raquo;</TD></TR><TR><TD CLASS="quote">if i were u id really rethink the second project in ur sig. for all that **** u have wrapped up into ur motor the times suck. u either need to tune the hell out of the car or get a new engine builder. ur spending huge amounts of money and goin nowhere fast.</TD></TR></TABLE>

Now Dustin and I are buddies

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Phatch99 &raquo;</TD></TR><TR><TD CLASS="quote">whats your compression at?</TD></TR></TABLE>

P.S.-compression is about 11.5:1 or so...

 

I respect you for going out and getting some dynojet numbers. With that said, you have the strongest 1.8 in the world. Any 1.8 doing over 210whp in my book is awesome, over 220whp is an Olympic gold medalist. Congrats on a true beast 1.8. Your torque is smashing mine, i made 130 ft.lbs, and mine is 1847cc. I'm jealous Good Stuff Todd.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b19coupe &raquo;</TD></TR><TR><TD CLASS="quote">Don't get too caught up in the "Flywheel Power" printed on the top of the graph. If we set up the Dynapack with a transmission correction factor to calculate the "Flywheel Power", then the numbers would be much higher and should be comparable to a DTS engine dyno. Notice that all of our graphs at Church Automotive Testing list a TCF of 1.00. The power numbers you see are as measured at the hubs.</TD></TR></TABLE>
I'm not hating, I'm just introducing some reality into your equation(s)... You set the Dynapack up with a 'Ratio factor' of 4.85 to compensate for gearing between the flywheel and the hubs (which was wrong). Then you set the Transmission Correction Factor (TCF) to 1.00 to compensate for torque absorbed by the drivetrain (which assumes zero loss and is wrong). The net calculation was a reported BHP of 240.8 (which was wrong). Garbage in --&gt; Garbage out.

Truth is that the Dynojet number (with the added 34hp at 8200rpm) is a more accurate indication of your crankshaft HP.

Don't get too caught up in the "Flywheel Power" or "WHP" that you can calculate from the graphs seen here. If you take it to the track, the numbers will be very different from what you expected and would never approach the 270+ BHP you are imagining.

I give you MAD PROPS, and a bit of reality. Bask in it.


Modified by B20C5 Turbo at 12:57 AM 2/16/2006

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B20C5 Turbo &raquo;</TD></TR><TR><TD CLASS="quote">I give you MAD PROPS, and a bit of reality. Bask in it.</TD></TR></TABLE>
Please save your patronizing for someone who will appreciate it. The Dynapack and Dynojet numbers are what they are. Forget about theoretical engine dyno numbers-debating them is a waste of time. I appreciate the sincere sentiments expressed in this thread. We are doing this for fun, right

 

can i have some fun? lol its 8.30am here got work now gd numbers!

 

nice numbers and setup!