1990 Honda CRX Si
142,xxx Miles Body
1,400 Motor
1,400 Brakes & Suspension

Motor
D16y8 SOHC VTEC
13.2 : 1 Endyne Pistons
JE rings
Eagle H-Beam rods
RACE Block Guard
Ported & Polished 3 Angle valve job
Manly 1mm oversized valves
Crower stage 3 NA Cam
Crower Valve spring & Titanium retainers
Custom ITB w/ velocity stacks
Neptune ECU
Professionally Dyno tuned

148 TO THE WHEELS 115 T

 

Hahahha....after all that?
I made 128whp/105tq with a stock gut D15B and cheap bolt ons......Your CAM costs more than my motor did......
D's FTL!

 

very tru but ds are still fun to build to see wat u can make outa umm

 

about 340 to be exact ha

 

ditch the itb's and go back to a IM. the big problem to me with itb's is if your not tuning with runner length in mind its not worth. i have seen many mild built a6 and z6's with higher numbers than that with IM.

 

seems to me those numbers are a little low. :/

 

yep thats why i put this up here to get some feedback guess its time to go get a new tune

 

what size throttle bodies?

m.

 

dyno graph with a/f would be much help. that setup should be around 180 imo.

 

They are off of a CBR 900

 

thanx for the feed back>>>

 

do you know what the throttle bodies measure at the plate?

what is the overall length of your itb set up?
do you have any pictures? curious about how it was done and about your velocity stacks.

can you post a dyno plot? curious to see what your curve looks like and peaks.

what are you using for a header and exhaust?

is the motor healthy? compression test #'s?

m.

 

not worth it in my opinion, you would of got at least 180whp from a b16 with all that put in.

 

Those numbers are off. Did you get the pistons designed to fit the cam you are using?

We can get 140s on A6 non vtec setups on off the shelf pistons. You should be making ALOT more than that.
actually we've made 160-170s to the wheels on taht much compression on the D16A6 block and head.

Look over your setup, theres something wrong there..

 

i think alot of it is restricted b.c of my cheap header and a 2 inch exhaust

 

2 1/4 mandrel bent/weld is best. no restrictions like cat or bottleneck in the piping. header has to be decent size too. but even a DC header should be able to make good power with that setup.

 

who did the P&P and it seems to me your ITBs are off. THere is a member on d-series.org with an almost identical setup and he realized the ITB setup is all wrong, he only made 128hp

 

ITBs are overrated for MOST setups. Sometimes its just easier to keep it simple. If the motor is designed with the proper flowing head, cam, etc, that accomodates for the needs of an ITB then you'll get good results. Just throwing together random parts that seem like they will work, doesnt necessarily get the best results.

 

ya most of the time a plenum will make better power. How many of the big time racers you see using ITBs? Not that many of them, that and ITBs can be a bitch to tune

 

In this.......the 20th post, I'm going to ask what brand dyno these numbers are from.

 

Our numbers are most from Dynojet.

 

what does it run at the track .

 

subscribed..

I'm building a similar setup..
current motor put down 130whp with just gude intake manifold, tb, and akmee R camshaft.

 

Theres def. something wrong. I made 128 whp and 124 ft lbs on a dyno dynamics dyno.. zc block, pm7 pistons, z6 head. STOCK CAM.

 

You have to vacuum sync them and trim cylinder fuel to get same EGTs on all 4 cylinders, that is the correct way to do it.