Ive searched through many threads about the Skunk2 manifolds and i know the first release were horrible.But has anyone has any luck with the new designed style manifold on a basic bolt-on H22 or JDM H22?

 

The pro series work great on FI applications. I have not worked with many NA ones with the pro series but if I recall correctly the Euro R's are supposed to still outperform them.

 

I've never officially tested the gains, but im running one on my NA.

I dynoed 182whp and 163tq

injen cai
skunk2 manifold
light flywheel
stock header
3" exhaust

 

graphs ? peak numbers arent telling us much.

 

these skunk threads come up every week. SEARCH and you will find the answers.

 

This will be the first time I ever say this: the skunk2 manifold is a better choice than the euro r.

Its easier, cheaper, and duh, its skunk2.

 

Skunk 2 manifold
Injen CAI
12lb Flywheel
Stock header and B pipe
3" exhaust with 20" resonator and vibrant muffler



for high res: http://img181.imageshack.us/im...4.jpg

 

What so no comments now?

 

Your engine makes some incredible midrange power. You're hitting 150whp at 4800rpm. I can't think of many H'series engines I've seen that can do that with so few mods. You have a very strong running engine, consider yourself very lucky

Your peak torque is also unusually high for a stock H22A. You have a 3" exhaust I see...I wonder if this is part of the reason why your motor is so strong?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TylerC161 &raquo;</TD></TR><TR><TD CLASS="quote">Skunk 2 manifold
Injen CAI
12lb Flywheel
Stock header and B pipe
3" exhaust with 20" resonator and vibrant muffler
</TD></TR></TABLE>

What EMS?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mike95lude &raquo;</TD></TR><TR><TD CLASS="quote">You have a 3" exhaust I see...I wonder if this is part of the reason why your motor is so strong?</TD></TR></TABLE>

I'm wondering about this too but logically a 3 inch would make less power down low and more uphigh,

whats your VTEC set at TylerC?

I'm guessing its around 4500?

Seems like in VTEC that big of an exhaust makes tons of power, Really makes me want to replace my Greddy SP2 with a true 2.5inch exhaust.

 

i ran the skunk2 manifold, the old one and made good power with it
dont diss the skunk2 mani.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mike95lude &raquo;</TD></TR><TR><TD CLASS="quote">Your engine makes some incredible midrange power. You're hitting 150whp at 4800rpm. I can't think of many H'series engines I've seen that can do that with so few mods. You have a very strong running engine, consider yourself very lucky

Your peak torque is also unusually high for a stock H22A. You have a 3" exhaust I see...I wonder if this is part of the reason why your motor is so strong?</TD></TR></TABLE>

thats what I said, we got in a huge discussion about this in a thread a few weeks ago. his engine is a freak.

I motion for a 2.25" vs 2.5" vs 3" vs open header dyno comparison. Blake hit it up

 

Here are a couple of dynos of my car:

This one is from NPM06. Everyone said the dyno was reading 10 HP low compared to other dynos, which sounds about right because when the engine was fresh, it put down 204 WHP when it was being tuned. I have no idea if this is corrected or uncorrected.



Here's a more recent one from when I had Tony fine tune it a bit because the plugs were fouling some. The ignition pick up wasn't working correctly. That's why it's WHP vs. land speed. I've inserted the approximate engine RPMs. This is SAE corrected. Uncorrected peak power was right around 212WHP.



Specs:
AEM CAI
SMSP header
open exhaust with Coast Fab muffler (2.5" inlet to 3" outlet)
milled head
cam gears to set cam timing back to stock (cam gears were not tuned on the dyno)
Euro R TB
Euro R crank pulley
AEM alternator pulley
Hondata gasket
deleted PS and AC
eliminated balance shafts
balanced bottom end
NepTune P28 ECU

Stock items:
pistons
rods
crank (slightly lightened)
cams
valves
injectors
IM (butterflies are present, but inoperable)

The exhaust uses a 2.5" inlet into the "muffler" with a 3" outlet. The 3" tubing runs down to the gas tank, then around the tank, and to a 45 degree dump right in front of the rear LCA. It's VERY loud. Too loud. This winter I plan to do another exhaust to make it a little quieter.

On the second dyno, I was using a stock crank pulley, and not the Euro R.

The very first tuning session, the car made 204WHP, on a different dyno, so it seems that Tony's dyno is fairly consistent with the one from Rotary Performance.

One thing worth noting is that the VTEC cam lobes and rockers were slightly damaged in both dyno runs. It's not terrible, but the engine ticks like a diesel at idle.

So I personally think a 3" exhaust does fine on a well built H22. I'd be interested in doing a 2.5" and 3" exhaust test, but I don't want to build a 2.5" exhaust for my car.

 

I was wondering if I could get the torque graph from the WHP numbers because the torque graph in WinPEP is all screwed up. Fortunately, you can export the data from WinPEP and import it into Excel. Since torque and HP are related by a formula, I was able to get the torque graph. Sorry for the crappy screen capture, but it's the best I could do.



Peak WHP was 204.7 at 6,900 RPMs and peak WTQ was 165.4 at 6,100.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 117 &raquo;</TD></TR><TR><TD CLASS="quote">Peak WHP was 204.7 at 6,900 RPMs and peak WTQ was 165.4 at 6,100.</TD></TR></TABLE>

The difference in when you're getting your peak numbers is weird. (6900 vs over 7300). Heck, run 003 shows your engine *gaining* torque at 6200rpm, which is cool.

 

Im running a p28 with Chrome. Thats it.