Here is the graph of
Run 12 - last run with JRSC LHT Intercooler and part throttle tuned
Run 46 - Same minus the LHT
Run 14 - Just the SMSP 2.5 Exhaust.





Now the motor is burning oil so I am working on a rebuild, but the biggest problem is the Intake temperature. With the Intercooler the IAT read 145 deg at between 6 and 8 lbs of boost, but I think this is because the IAT is located in the back of the intake mani which see the air temperature as it comes from the charger and not after it passes the cores. At idle the air temperature sits around 100 and it only take a minute or to for the temperature to drop to 100 after a run.
My future plan is to do what LHT should have done. Move the IAT after the cores, I was suggested to use intake runner 3 because that cylinder tends to run leaner on most cases. Don't ask why cause I don't know, just what i was suggested by Lawrence from DSR http://www.dynospotracing.com/
Overall i've got a good hp gain and torque which is exactly what I was looking for but i know there is a little bit of room for more once I move the IAT and run 100 octane.


Modified by Renegade at 12:25 AM 8/2/2006


Modified by Renegade at 6:31 PM 8/2/2006

 

LHT FTW!!! Those guys are awesome.

 

it is a great design, but with the IAT in the wrong place I am pretty much not using when I need to be, when in boost. Temperature is still at what it was without the IC.

 

What else are you running in your set-up?

 

Why is the torque so low relative to the power, if I'm reading things correctly?

 

I can't really see the graph


But the LHT system is NICE!

 

The Main reason for moving the IAT sensor is to get a true temp reading . ie after both cores.Most computers don't read the IAT at WOT.
Most of the power comes from timing after adding the intercooler. We have had cars brought to us after being tuned and found 10-15whp gains from timing

Thanks for the kind words guys.
The highest WHP LHT intercooled car to date is a cusomer in the UK making 318whp. It's running 110 oct, no exhaust etc etc..... My CRX has the highest tq at 221 I think.......

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by CRVRX &raquo;</TD></TR><TR><TD CLASS="quote">The highest WHP LHT intercooled car to date is a cusomer in the UK making 318whp. It's running 110 oct, no exhaust etc etc..... My CRX has the highest tq at 221 I think.......</TD></TR></TABLE>

Well that beats the guy who purchased my setup. He made 302whp, tuned on 94 pump gas.

 

I had a 10psi kit on my gsr w/ the LHT kit and made a decent 244hp, 176 ft. lbs. All while keeping IAT under a max of 125 in FL! I loved it as Im sure you do too.

 

bring it by the shop! i wanna check it out!

 

I wish i would have put a blower on mine.
Nice setup and good numbers

 

zygspeed : Not sure what you mean by torque being low, I thought that was good torque for a SC, never really compared or looked at other graphs for SCs.
What are you used to seeing?

nholmes: The block is stock with 78K and a GSR crank pulley, S300, 440cc injectors, ATS FD, Comptech aluminum Flywheel. I always forget things but that is all I can think off now that at relates to the SC.

CRVRX : there was not much gain from adding the IC in horsepower, but a small gain in torque from 4 to 75K well 10 peak is not that small.
Any suggestions besides moving the IAT, should the tuner had added timing even though the IAT read 145, and assume that it would be cool? Either way like I said I will move the IAT but I was hoping to not have to do another session, thats $500 a pop to part throttle all over again.

Also, do you see a benefit to using bigger AN fittings for flow in the end tanks?

Downey : I'll bring it by on Friday, I am relocating the battery and making sure everything is tight for this weekend. Oh yeah, I am bidding on a VSS on ebay it ends in 10hrs. thanks again for letting me borrow one of yours for the tuning session You guys always come through.

 

We found the AN size to be fine even at higher HP levels.

Moving the IAT is only going to give you more acurate readings, not more power.
At 6psi you are not going to see as much gain as higher boost. But timing is the key either way.
If you give me some of your timing map I will give you some ideas

 

I understand that more timing is the key, but I thought that the point to lowering the temperature was so more timing can be added, if we are reading 145 at WOT or off and on the Throttle (which is the case in Autocross and Hillclimbs) which was the same temperature without the intercooler, then the data collected says we should not add more timing.
If I can get a more accurate reading say, the temperature is actually 110 at WOT or off and on the throottle then we can add more timing with peace of mind that it is OK. That is the whole reason for me to move the IAT, data is key, otherwise we are gambling.

I will try and download the map tonight.

 

At 7-8 psi with a test pipe mine is making 265hp and 185 tq I'm sure that with a crv crank pulley I will be able to make more power.

curretnly I have the stock crank pulley, Motorvations stepper pulley and the 3.8 inch blower pulley and the LHT manifold with a custom AFCO heat exhanger.

 

so 214hp and 144ft-lb at 6 to 8psi?

I'd think that's about right..... but you should be able to get another 20whp and 20ft-lb out of it with more tuning (adding timing?).



I bet it's fun to drive.....!

 

it should be fun, I have been having problems with the VSS, it was starting to fail, so sometimes the power was and sometimes it was not. Since the tunning I have nto really driven it, I have an event this sunday, I am looking forward to it.

Yeah I thought it was pretty good too, until spunkster chimed in, now I really want to tune the cam gears and figure the whole cooling issue.

I set the cams at +2 -2 so take out some of the overlap from what most people on HT suggested, but I really need to find the sweet spot for them.

I'll update when I make the changes.

Spunkster I sent you an IM asking for more information on your setup, you can reply here or on the IM.

 

My engine is completely stock with stock cam gears. It's all in the tuning and removing restrictions in the exhaust.

 

SMSP exhaust with no cat, using a Magnaflow free flow resonator as a test pipe.
I guess I need more tuning.

 

oh ****, i just realized you're in cali - where the octane is 91 at highest.....

if you can, go see Lawrence at Dynospot Racing...


Modified by Black R at 7:36 PM 8/4/2006

 

I can get 100 at a Union 76 but it is 4.75 /gal. waiting to buy a trailer then tune with 100.

Spunkster what octane are you running?
Which headers?
Stock enhaust with a testpipe?

 

CA 91

Comptech: race header, test pipe and catback

Tuned with s300

 

what header do you have, Renegade?

I hear the kamikaze is ideal for blower setups.....

 

I have the kamikaze headers.

My motor has never responded well, before the charger I had the TODA bs and DTR header, it only gave me 182whp. I sold them to Downey and he made well over 190whp.
I will just have to wait until I build the LS Vtec, once in a while some motors for some reason don't do as well.

 

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

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