I have done alot in an effort to shift my powerband towards topend power, in order to match my gearing which requires trips to nearly 9200 rpms. I will list my setup and a recent dyno graph so you can help guide me to parts or procedures that I can do to shift the band more in the rpm range. In the graph below you will see that my torque begins to fall sharply after 7700 rpms, and this is what disturbs me.
Setup is:
85mmx89mm
GE sleeved GSR block
STOCK B16B head
Supertech valvetrain
Skunk2 stage 2 cams
Skunk2 Pro cam gears
Hondata heashield gasket
Skunk2 Pro series IM
68mm PP throttle body
Custom 3" intake with v-stack
RC 550cc injectors
Walbro 255lph fuel pump
AEM fuel rail
Aeromotive FPR
Hytech replica Big Tube header
CP 11.8:1 pistons
Eagle H-beam rods
Hondata S300

Run was done open header. Here is the dynos graph.

 

Your torque doesn't fall sharply. Honestly thats a pretty good torque curve with your motor.

 

wow.. umm
Your running 15.01 AFR at wot at like 4k lol..
That car is running lean as ****..is that a tailpipe sniffer?

You move your power band by adjusting your gears...
And yes your power does fall off rather quickly, i have no recent dyno on my car, but the last dyno i did my torque carried over until around 8100rpms if not more possiblely..

I'm shiftting at around 9400~9500rpms where are you shifting and when you do, where do you land.

 

You could ....
1. port your head
2. play with cam gears.
3. tune the length of your intake


Add some fuel to that biatch!

 

I adjusted my gears by advancing the intake and retarding the exhaust by 1 deg, but the changes on increases or decreases my graph. The shape of the graph doesn't change. I increased the overlap to gain more topend (correct me if I am wrong) but only went as far as I+3, E-1. It made the most power at I+2, E-1. My dyno time expired just before I could iron out that A/F properly. I ended up adding fuel in the areas blindly after I came off the dyno. My car goes through the quarter in 4th at 9200 rpms, and I shift at 9000rpms. I can feel the torque slowing me down as I stretch my rpm in 4th past 8000rpms.

 

I must be blind. I have seen worst torque curves then yours, just take a look at the dyno thread their are hundreds, lol.
I thought this was already tuned?

 

buy a REAL header, port the head, raise ur c.r. and test a few differents im's and cams and u should achieve ur goals. what more do u want? ur traps are good, ur times are good, but u dont like the chart? 130wtq at 9k is not a sharp drop, i mean ur still above 140wtq at 8k. the graph looks proper to me....maybe u should put it on a dynopack?????????

 

You're making very good power; enough that you're likely at a point of diminishing returns for your $.

Your header is fine, but you could find good gains with proper headwork and wilder cams.

IMO, if you don't already track your car, you may enjoy your setup much more if you try it on a roadcourse; to me it's just so much more fun than drag. I can spend more time learning how to drive better with what I've got than worry that I need more power.

on your build and trap speed.

 

get some real cams my dude try pro twos and I'm sure it will work. Pm me a pic of ur engine bay I wanna c where u put ur custom 3 inch intake pipe. Or post it here if you don't mind

 

he'll have a better chance achieving his goal swapping the im, b4 he does by simply changing the cams. a victor x or something of the sort will shift that powerband further, but, he might lose some low-mid power as a trade off

 

I'm guessing that the stock head just can't flow much more at high rpm, regardless of manifolding.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by slofu &raquo;</TD></TR><TR><TD CLASS="quote">I'm guessing that the stock head just can't flow much more at high rpm, regardless of manifolding. </TD></TR></TABLE>

doubt it. the im dictates the shape of the powerband like u couldn't even imagine my friend

 

Well, swapping an IM is certainly cheaper/easier than headwork.

 

try a victor x and different intake lengths. thats where i would start. if you get bigger cam,your gonna have to pull the head for v2v clearances. you got a nice table top on your hp from 7,000 to 9,000 rpms which is where your probably spending most of your time at the track,and your torque carries well. for a mild build,and a not so perfect tune your making good #'s and trapping high.

 

I "hate" the victorX on all motors, but this is a good case in point where it will play a part. You have a 85mm bore, which is going to flow enough air for this manifold, it will shift your peak power up a few hundred more rpms, but adding a tuned intake length to that
What combos have you tried on your gears.. and how much clearence do you have.

PerfomerX will do the same too, alot of people's torque using this manifold , who's making over 200+whp they're torque doesn't fall off until around 8k, which is where mine does.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Teamdiesel &raquo;</TD></TR><TR><TD CLASS="quote">I adjusted my gears by advancing the intake and retarding the exhaust by 1 deg, but the changes on increases or decreases my graph. The shape of the graph doesn't change. I increased the overlap to gain more topend (correct me if I am wrong) but only went as far as I+3, E-1. It made the most power at I+2, E-1. My dyno time expired just before I could iron out that A/F properly. I ended up adding fuel in the areas blindly after I came off the dyno. My car goes through the quarter in 4th at 9200 rpms, and I shift at 9000rpms. I can feel the torque slowing me down as I stretch my rpm in 4th past 8000rpms.</TD></TR></TABLE>
Thats because your running lean dude.. you dont have enough fuel.. go back to the tune, str8 out the A/F Ratio and then go back to the track and see how it feels.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Teamdiesel &raquo;</TD></TR><TR><TD CLASS="quote">I have done alot in an effort to shift my powerband towards topend power, in order to match my gearing which requires trips to nearly 9200 rpms. I will list my setup and a recent dyno graph so you can help guide me to parts or procedures that I can do to shift the band more in the rpm range. In the graph below you will see that my torque begins to fall sharply after 7700 rpms, and this is what disturbs me.
Setup is:
85mmx89mm
GE sleeved GSR block
STOCK B16B head
Supertech valvetrain
Skunk2 stage 2 cams
Skunk2 Pro cam gears
Hondata heashield gasket
Skunk2 Pro series IM
68mm PP throttle body
Custom 3" intake with v-stack
RC 550cc injectors
Walbro 255lph fuel pump
AEM fuel rail
Aeromotive FPR
Hytech replica Big Tube header
CP 11.8:1 pistons
Eagle H-beam rods
Hondata S300
</TD></TR></TABLE>

upgrade those and you should be able to carry the power and trq further

 

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

upgrade those and you should be able to carry the power and trq further</TD></TR></TABLE>
Stage2's carry out fine.. i dont think thats one of the things holding him back, i will agree on the others tho.

 

here is a graph with three different cam gear timings.
Blue I+2 E0 Red I+2 E-1 Green I+3 E-1

These were on two different days but on the same setup.
Blue: Skunk2 stage2 cams Red: Skunk2 stage3 cams

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by IntegraType-R &raquo;</TD></TR><TR><TD CLASS="quote">I "hate" the victorX on all motors</TD></TR></TABLE>

You mean on "all motor" applications?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by FST GSR 1 &raquo;</TD></TR><TR><TD CLASS="quote">

You mean on "all motor" applications?</TD></TR></TABLE>
ya.. because he requires alot of the motor..

And the s2s2's out perform the s2s3's by alot on your motor.. as i said.. the s2s2's carry fine.

 

yeah, I was kind of dissapointed in the S2S3's as the stage 2's performed so well with my setup. Strangely, the stage 3 cams required far less fuel and fuel pressure than the stage 2's. They also liked a lower vtec point of 5300rpms, which shocked me.

 

with a ported head and victor x manifold.....a set of pro2's would carry a lot better than the stage2's

and more than likely have a smoother vtec cross over.. my street motor is similar..
84x89 b20vtec
12 to 1
pro2's
victorx
smalltube hytech copy
242hp 164trq
carries to 10k and vtec point is seamless..

 

man does porting play that much of in power??

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by .CUBISH. &raquo;</TD></TR><TR><TD CLASS="quote">with a ported head and victor x manifold.....a set of pro2's would carry a lot better than the stage2's

and more than likely have a smoother vtec cross over.. my street motor is similar..
84x89 b20vtec
12 to 1
pro2's
victorx
smalltube hytech copy
242hp 164trq
carries to 10k and vtec point is seamless..</TD></TR></TABLE>
wow! what times do you get through the 1/4?