here is a 100% bone stock jdm itr with vstack intake and full 2.5 exhaust vs. the same setup + m22x cams, port matched performer x intake manifold, 68mm tb, custom 4-2-1 smsp header, and tuned cam gears

i wasnt completely happy with the results, so i decided to go to jeff evans to see what he can do.



this is the dyno from today. i went to jeff, did a quick pull with the previous tune, to be able to see exactly what gains or losses jeff will give me using the previous tune as a baseline. he started from scratch, using neptune. this dyno sheet is made on the same day. the only difference is a different intake than the original, but still a short intake and still with the vstack. this intake was also used on the baseline run today, to be fair of course.

to be short, i went to jeff with the same setup ive been running for a while, got a baseline run with the old tune, he did his magic starting from scratch using neptune, and i left with the same exact mods as i came in, only difference is a new tune.

it would be interesting to see how the new tune will be affected if i put back the ORIGINAL intake from before.

stay tuned for updates!



the little engine that could


Modified by RNbuilt at 1:33 PM 6/6/2008

 

Well, different dynos have different readings as I am sure you know/understand. Looks like the second run was on a dynapack, not sure about the first..

Overall it doesn't look like there is much of a difference between the two. Sure the PEAK numbers are higher, but overall it looks like a difference of 5whp or so between the two. Not sure I follow the point.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Hybrid96EK &raquo;</TD></TR><TR><TD CLASS="quote">Well, different dynos have different readings as I am sure you know/understand. Looks like the second run was on a dynapack, not sure about the first..

Overall it doesn't look like there is much of a difference between the two. Sure the PEAK numbers are higher, but overall it looks like a difference of 5whp or so between the two. Not sure I follow the point.</TD></TR></TABLE>

yes, i know dynos read differently

thats why the baseline run was the old tune, using the same dyno that produced the final numbers.

its as if the old tuner used his dyno, got the numbers, and jeff stepped in and got the new numbers using the same dyno but a different tune.


Modified by RNbuilt at 10:19 PM 6/3/2008

 

What size header are you running? It looks like it may be two big.

 

its a custome 4-2-1 by smsp, not the standard 1.8L

what makes you think it might be too big?

 

Was the header built for your motor? I think if I could have my car tuned by anyone it would be Jeff....dudes amazing.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RNbuilt &raquo;</TD></TR><TR><TD CLASS="quote">its a custome 4-2-1 by smsp, not the standard 1.8L

what makes you think it might be too big?</TD></TR></TABLE>

The dip at 6500. It's typically not enough motor for either the cams or the header.


Modified by mar778c at 10:47 PM 6/3/2008

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by mar778c &raquo;</TD></TR><TR><TD CLASS="quote">

The dip at 6500. It's typically not enough motor for either the cams or the header.


Modified by mar778c at 10:47 PM 6/3/2008</TD></TR></TABLE>
it picks up back up quick tho.. and i believe thats from a intake length adjustment possible causing too much viberations..
What was the baseline and final numbers.

 

well, considering the previous tuner's dyno read close +1/-1 hp as compared to jeffs dyno, i can say stock would have been 173hp and final is 194hp

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by clean rice &raquo;</TD></TR><TR><TD CLASS="quote">Was the header built for your motor? I think if I could have my car tuned by anyone it would be Jeff....dudes amazing.</TD></TR></TABLE>

yes, smsp built the header specific to my mods


jeff tried longer intakes on my setup, there were gains everywhere, without tuning, but... the dip became more pronounced and worse.

i wonder what my car would do with an actual aem 3" cai, anybody willing to lend to try later down the road?

i think ill go back just to see how the old intake will do with the new tune, to me it looks like it will carry the power longer. with the intake now, the power crashes pretty quick past 8500

 

i had a smilar dip on my set up. evans did the tune also

old set up was gsr motor with ls crank and rods. skunk2 stage 2 cams ported gsr intake manifold with the secondaries still in. profab header. ported head.



only thing changed after retune was aebs intake manifold..and prototype racing velocity stack.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hayabusa160 &raquo;</TD></TR><TR><TD CLASS="quote">only thing changed after retune was aebs intake manifold..and prototype racing velocity stack.</TD></TR></TABLE>

and the scaling of the dyno plot

 

Looks good, Ryan.

Getting closer to that 200whp marker.

- Derek

 

thanks rob

i think with the right intake, and *maybe* a cutout, i might break 200

what do you guys think?

i need a intake that has a resonance where that dip happens, maybe that might fix it up a bit

 

Nice torque gains below VTEC, nice top end gains other than the dip.

 

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

i think with the right intake, and *maybe* a cutout, i might break 200

what do you guys think?

i need a intake that has a resonance where that dip happens, maybe that might fix it up a bit</TD></TR></TABLE>
What I found with the dip in this type of engine is the intake being to long but thats whats makes the best low down power and the dip appears,I fixed the last one by using a tapered 65mm TB instead of the 68mm unit you are currently using.
Regards Dyno Dave

 

care to share graphs?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RNbuilt &raquo;</TD></TR><TR><TD CLASS="quote">care to share graphs?</TD></TR></TABLE>
I would love to but it was 18 months ago and I dont work at that shop anymore.
Regards Dyno Dave

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Dyno Dave &raquo;</TD></TR><TR><TD CLASS="quote">
What I found with the dip in this type of engine is the intake being to long but thats whats makes the best low down power and the dip appears,I fixed the last one by using a tapered 65mm TB instead of the 68mm unit you are currently using.
Regards Dyno Dave </TD></TR></TABLE>
Any dip in a graph like this is normall caused by the intake.. Alot of people have this same dip with the AEM CAI and specially the v2 version. How long is your intake exactly and where is it placed ? Angle's if any? And what type of filter or vstack are you running. Is your manifold and TB ported matched..
This is a 200whp car as it sits, there's some more power to be had somewhere..

Open header, and a 3'' intake from autozone with a bpi stack at the end and your 200whp. Do the easy **** first, That dip in that high of a rpm isn't caused by internal problems, its caused by air being disrupted as its entering the motor because of a certain angle or something having to do with the intake.
I lost my dyno sheet but when i bought that pos 45.00 intake from autozone and put tha vstack on, i gained a solid 8whp , After adding some length to it because autozone is so leet they make extenders i gained almost a solid 9+whp across the board and it cost me 50~58 bucks total. You dont need some magic intake, just a 2 foot , 3'' intake with a vstack will suit you fine.

"dynodave i dont know why i quoted you, but i dont feel like deleting it lol"

 

Intake angle has less to do with power production than you're making it out to.

- Derek

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by D-Rob &raquo;</TD></TR><TR><TD CLASS="quote">Intake angle has less to do with power production than you're making it out to.

- Derek</TD></TR></TABLE>
Of course.. But an intake with too many angles is liek an exhaust with too many bends.. Get what i'm saying?? Just throwing it out there.. Sometimes its the simpliest things that cause the biggest problems..
Not everyone can drive a k powered civic and have a great powerband.. GOD DAMNT

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by IntegraType-R &raquo;</TD></TR><TR><TD CLASS="quote">
Of course.. But an intake with too many angles is liek an exhaust with too many bends.. Get what i'm saying?? Just throwing it out there.. Sometimes its the simpliest things that cause the biggest problems..
Not everyone can drive a k powered civic and have a great powerband.. GOD DAMNT</TD></TR></TABLE>

Length and diameter are the major deciding factors. You should have seen the contraption I rigged up to a buddy's RSX-S with IPS K2's when I was tuning it last week as the intake to get the length I wanted.

- Derek

P.S. My K20 is ghey.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by D-Rob &raquo;</TD></TR><TR><TD CLASS="quote">Intake angle has less to do with power production than you're making it out to.

- Derek</TD></TR></TABLE>

very true. but hey, if somebody didn't come up with stuff like this, we wouldn't have much fun around here. as of late, everyday i find gems like this on ht....i love it. lol

 

Good stuff. Humble performance has an ITR with M22x making 208 dynojet. So werk it playa!!

Fo-Shizzay.

If these were Pro 1 cams everybody would be amazed but RM cams you need to make 235whp on a 1.8 to impress.

 

Isn't that a good thing?

People hold the product to a higher standard.

- Derek