My setup:
2001 H22A4 w/ M2B4 LSD tranny
Dyno tuned w/ Hondata p28 w/ s300
Full Port-Polished Head with Multi-Angle Valve job
AEM CAI w/ 68mm TB
Euro-R Intake Manifold w/ Hondata Gasket
SuperTech Valvetrain Kit w/ Valves and Dual Valvesprings
Euro-R Camshafts w/ Fidanza CamGears
Exedy Clutch w/ Fidanza 8lbs flywheel
Type-S Pistons (oversize 0.25mm bore)
SMSP 4-2-1 Header (designed to engine specs)
Magnaflow 2.5" Hi-flow Cat
bottlenecked with Mugen Full Cat-back Exhaust (54mm-60mm piping)
Stock Fuel Rail w/ Stock Fuel Injectors (295cc)
Removed A/C
UR SS Pulley Set

From looking at this dyno, do you guys think I should be making more power or does this sound about right? And do you think this is good, bad, or okay tuning?

(red = basemap | blue = after tuning)

 

well from what Ive heard, dynapacks arn't very accurate b/c you have to take the wheels off the car so its an accurate WHP reading. Those #'s seem kinda low I'm running all motor with a crappy DC header and I put down 200 WHP.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by bigz187 &raquo;</TD></TR><TR><TD CLASS="quote">well from what Ive heard, dynapacks arn't very accurate b/c you have to take the wheels off the car so its an accurate WHP reading. Those #'s seem kinda low I'm running all motor with a crappy DC header and I put down 200 WHP. </TD></TR></TABLE>

maybe your setup is better, care to share?

 

On any other dyno, I'd say that looks about right. On Church's? It looks a little lower than it could be.

*shrug*

Chruch does seem to have a good reputation as a tuner though.

edit: and for what its worth I'm suprised you got as far as you did with the stock injectors.

 

dynapack reads lower than dyno jet

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by LuderCriS &raquo;</TD></TR><TR><TD CLASS="quote">dynapack reads lower than dyno jet</TD></TR></TABLE>
i thought it was the other way around?

 

the tune looks ******* good to me, i mean, it's not about peak hp, it's about area under the curve, and look at how much more torque you make now after 5 grand. must feel pretty ****** awesome

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by LuderCriS &raquo;</TD></TR><TR><TD CLASS="quote">dynapack reads lower than dyno jet</TD></TR></TABLE>

Not always. Church's dynapack in particular is known read pretty high.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by soundbomber &raquo;</TD></TR><TR><TD CLASS="quote">the tune looks ******* good to me, i mean, it's not about peak hp, it's about area under the curve, and look at how much more torque you make now after 5 grand. must feel pretty ****** awesome</TD></TR></TABLE>

hehe ya it's real nice, i just wanted to see if i'm getting the most out of the tune that's all...

 

http://img307.imageshack.us/my...b.jpg

H22a4
Type S pistons, rods, rings
Fully built Skunk 2 Head, skunk 2 cam gears, High compression valves, dual valve springs, titanium retainers, and stage 1 cams.
Milled head.
Throttle body bored out 65mm (www.maxbore.com)
Port and polished manilfold (removed butterflies) and port matched with the throttle body.
Mild port and polished head matched with the manifold and throttle body.
Hondata intake manifold gasket
Aem short ram intake w/ heatshield
Aem fuel rail
Aem fuel pressure regulator
Aem fuel filter
Stock injectors
Aem pullies
Dc cermainc headers ( I know they suck)
MSD 6al and MSD external blaster coil
H23 tensioner manuel conversion
NGK copper plugs
MSD spark plugs wires
Test pipe with custom 2.5 in. exhaust
All tuned on NEPTUNE with P72 ECU

 

It's hard to say considering the fact you didn't post up an A/F chart.

If shawn tuned it... I would say it is a good tuner. He is a very reputable tuner.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by PrecisionH23a &raquo;</TD></TR><TR><TD CLASS="quote">It's hard to say considering the fact you didn't post up an A/F chart.

If shawn tuned it... I would say it is a good tuner. He is a very reputable tuner.</TD></TR></TABLE>

Actually, Thomas that works with Shawn tuned my car, which is why I was wondering if I'm getting the most out of this tune since it wasn't tuned by Shawn himself. He didn't give me a print out of the A/F chart but the A/F ratio I believe was around 14.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by khalal538 &raquo;</TD></TR><TR><TD CLASS="quote">

Actually, Thomas that works with Shawn tuned my car, which is why I was wondering if I'm getting the most out of this tune since it wasn't tuned by Shawn himself. He didn't give me a print out of the A/F chart but the A/F ratio I believe was around 14.</TD></TR></TABLE>

Too lean.

If you want, pull your calibration and email it to me. I'll take a look over it.

 

ok, if i can find access to a laptop...or can i pull it off without having the ecu on in the car?

 

You have to have it in the car then download it to your laptop.

 

I remember tuning this car. The A/F is almost always tuned between 12.8:1 and 13:1 for all motor street cars depending on where the particular car likes it. I know for fact that I would never tune a car at 14:1 under full throttle (unless it's on our Dynapack 2000 which reads A/F a point leaner than actual, but looking at your chart and from memory yours was tuned on our Dynapack 4000). For your setup the exhaust was a big restriction as reference to the low peak numbers.

Sometimes there's things that need to be addressed prior to dyno tuning, ie; exhaust/intake/tb size. I've dyno tuned quite a few cars and alot of the time it comes down to choice/combination of parts. A SMSP header w/ cat and restrictive exhaust don't mix well. That is an awesome header that's meant to flow, paired with a good exhaust it will make more power.

Thomas

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by precord96 &raquo;</TD></TR><TR><TD CLASS="quote">I remember tuning this car. </TD></TR></TABLE>

Hey, thanks for chiming in on this thread. It's always good to get feedback from both the customer and tuner.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by precord96 &raquo;</TD></TR><TR><TD CLASS="quote">I remember tuning this car. The A/F is almost always tuned between 12.8:1 and 13:1 for all motor street cars depending on where the particular car likes it. I know for fact that I would never tune a car at 14:1 under full throttle (unless it's on our Dynapack 2000 which reads A/F a point leaner than actual, but looking at your chart and from memory yours was tuned on our Dynapack 4000). For your setup the exhaust was a big restriction as reference to the low peak numbers.

Sometimes there's things that need to be addressed prior to dyno tuning, ie; exhaust/intake/tb size. I've dyno tuned quite a few cars and alot of the time it comes down to choice/combination of parts. A SMSP header w/ cat and restrictive exhaust don't mix well. That is an awesome header that's meant to flow, paired with a good exhaust it will make more power.

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

Cool, I appreciate you letting me know about the dynapack reading the a/f ratios a lil high...got me worried. But now that you've cleared things up, now I can sleep at night lol. And do you happen to remember if you advanced the intake cam gear to the first mark or the second mark?
I will definitely take your advice and do 2.5" piping all the way once I decide to get new cams.
Thanks Thomas

 

The dynapack that you were on reads A/F accurately and is our newer one (Dynapack 4000) both read within a 1% hp/tq reading. I would not tune a vehicle that is N/A to 14.0:1 on that particular dynapack, it had to have been 13:1. I can pull up your chart at work this weekend and take another look. Honestly, I can't remember what the settings were on your cams. Sorry I can't be of more help there, but you can just remove your valvecover and check the settings for future reference.
I will try to get back with a sheet at the end of the weekend.

Thomas

 

and another thing, i was wondering if that dip from 4200rpm - 5000rpm can be tuned out?

 

I had tried to get rid of it with the vtec x over, cam timing, timing, but couldn't do too much about it. It's strange but I do feel it has to do with the dynamics of your combinations of parts. Maybe, intake related or exhaust related. I did realize that the torque seems to come back up around 7k rpms, which seems like the euro r IM carries torque up higher than a traditional IM. Bigger cams and a less restrictive exhaust setup should get you into the 230-240 hp range pretty easily.

 

look into uncorking that exhaust, you will put down lots more hp

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by bb4ever &raquo;</TD></TR><TR><TD CLASS="quote">look into uncorking that exhaust, you will put down lots more hp</TD></TR></TABLE>

then i'll have to spend $300 more to get it retuned ...that's the only reason why I haven't fix my bottleneck.

 

hey 213 is not bad at all