It's been a while since I've posted.... we're staying busy as usual in the shop. I thought I would share this set-up with you guys to show a different side of our work that we finished earlier this month. As you know... we do tons of turbo applications and you very rarely see a NA 5th gen of this caliber.

Specs
-AV Tuning & Development Stage 5 Stroker Engine (90x95mm)
-Custom designed CP Pistons for application (12.5:1 c/r, dome-strutted, lateral gas port, CP Full groove gas port, pro wrist pin, etc) and Carrillo Super-A light weight rods
-AV Tuning & Development Stage 4 Cylinder Head
-Skunk2 Pro3 Cams, valves, Pro Series Valve Srings, Pro Ti Retainers, etc
-AV Stage 3 cylinder head
-AV Stainless Steel 3" Exhaust
-Hytech Header
-TWM 52mm ITB's and air box
-Hondata S300
-Injector Dynamics 725cc (<---GREAT INJECTORS)
-AV Stage 3 Traction Bar
-TONS of other stuff

The customer wanted to make reliable power on pump gas with this set-up so we sat down and did our homework with the cam selection as well as piston design. A lot of guys think high compression is the only way to make big power... that's not 100% true. Granted, had we gone with something along the lines of 13.5:1 - 14.0:1 power we could have easily made MUCH more power but then you could kiss running pump gas goodbye. A few weeks ago we tuned a 2.0L B series with 14.0:1 compression on c16 and this engine on pump gas smokes the living day lights out of it.

This set-up should make a very competitive track with the right suspension modifications. We are leaving the tune on 93 octane but with fuel along the lines of c16 I honestly can see a gain of 14-20ish whp/tq. This engine lovesss timing and made a tad bit more than the dyno chart that's posted but reliable power is much more important than big numbers.















EDIT 1/13/10

We got the car back on the dyno this afternoon. It was brought up that the air box robs power... and it does. I did not spend a lot of time tuning without the box because the customer HAS to run the intake if he doesn't want to see IAT's of 180 Deg. With box removed we picked up a good amount of power. The vtec engagement point needs to be lowered around 300-400rpms and the a/f's could be leaned out a tad bit. These numbers are pretty much only good for bragging rights. The gain in midrange is very impressive. This engine needs more timing but we are limited to 93 octane on this engine.

 

Very nice. Thanks for sharing! Better than that though is that it's installed in a Prelude!

 

congrats guys good gob.. what crank did you guys use. a or a1

 

Nice, thanks for posting up! Corrected numbers? There should be room with those injectors to try an E85 tune. Did you use the H23/F22 crank? What is the current timing?

 

*Corrected numbers posted below*

We've had a hell of a time with this car on the dyno... our weather is in the 70's raining at 99% humidity one day, clear and 50's the next day, then in the 40's the day, and in the 40's with rain and heavy humidity the next day. If any of you have tuned ITB's you know what I'm talking about.

Running e85 on this set-up would be optimal. We've got the base fuel pressure set at 70psi which flows at 1260cc's on these injectors. The fuel system of this car is good for around 80psi so you could technically gain another 80cc's with higher fuel pressure. So yes... there is plenty of room to use e85 on this set-up. It will require a lot more timing tuning but I have a feeling getting very close to 300whp is possible. At this point it's just a pissing contest. The timing is where it needs to be

 

Beautiful work... I bet it feels really strong.

 

Do you have the sae corrected dyno graph?

 

Insane pistons! Are the exact specs Top Secret or would you share them?
H23 spec rods?

Another for another happy ID injector user!

In for E85 #'s!

Looks like a delicious 12sec Street Set-up!

 

e85 on ID750s would be awesome!!!!!.......
What exactly was done to the crank? Balance? Polish?
Does Carillo stock H22/H23 rods or were they special made?

 

Here are some SAE and STD charts. We had a lot of weather related issues as well as break-up on the dyno with the tach signal. I posted a few of the Speed (mph) settings up for those of you that are concerned with peak power numbers. We've got a few that are making 275-283whp but I didn't post up the higher hp charts originally because I want to provide charts to compare apples to apples with. Plus, the charts looked like crap in my opinion. Don't pay attention to run numbers.... we've got 6 folders for the 6 different days we've tuned this car. I hope to have decent weather conditions when the customer picks it up and we run it again so I can post up 4whp more for you sticklers out there, lol.

Run13 SAE - 268.7whp SAE - 272whp Uncorrected (see original post)


Example of break-up in MPH


Example of break-up in RPM


MPH - 278 SAE - Used until we solved the RPM pick-up issue

MPH - 274 SAE

 

I'm a little surprised to see it making peak power before 8,000? Or is that just because it makes so much at lower RPMs?

 

Why? It's a 2.4L motor.

 

Cool setup, i would love to take that lude for a spin.
Thanks for posting it up.

 

Looks like you guys built an airbox for the ITB's?
Was that an H23 crank that you used?

Great numbers, wow

 

did you tune the car with the air box on the ITB? the reason I'm asking is because I never have any luck with that air box over the ITB, it would instantly rob me almost 15whp everytime. And also please don't take this the wrong way but the numbers seem a little low for that engine. It should surpass 300 whp easily with that setup

 

nice anthony! Got something similar to that coming but a "tad" more compression, etc lol. Is this a long rod or short rod motor?

Nice to know you guys are staying busy. We are too. Odd that the economy is so bad but people will spend some dough on going fast. Love it.

Tell him to get to the track with some slicks.

- Blake
________
Extreme q vaporizer review

 

Great buildup. That torque curve looks fantastic; one of the widest powerbands I've seen. Looks like around a 4k rpm window (3.5k-7.5k) at +/-10ft/lbs. I'm assuming this thing was meant for the track, but it would be an absolute blast on the street. As others have asked, I'd be curious to hear what prep work was done to the internals; it's not spinning super high, so I'm guessing nothing radical, but would be curious anyhow if you're willing to share.

 

very nice power
the header is it a 4-2-1 or a 4-1? and size?

 

have you got a video of the beast idling ? what did you get it to idle at?

 

Head work is the key, but the airbox does rob power but on a daily its a must

Still very nice for 12.5 points and pump gas. I bet the owner is stoked about it. I have seen better but that on the ragged edge of the tune. This is perfect for daily relieability.

Great job!

 

Nice to see an great N/A build from the turbo master.

 

Sick powerband!

 

I'm sure on a high reading dyno it would.

 

Yes... the car was tuned with the airbox on. We had it running originally without the airbox and drove it around on the street and hit intake air temps of 180 degree's in 80 degree weather. With it on we stay around 76-95 degree's on the street. We also custom fabricated the 3" aluminum cold air intake. We have had a LOT of small things come up while tuning the car and that's pretty much why I did not tune it without the airbox. The weather changes made for another curveball and the priority was to get the car tuned properly before we went for big power and have something else come up. The customer is coming to pick the car up in about 2 weeks and if I get a chance before then and the weather permits I'll throw her back on the dyno and pull the air box. Taking the airbox off is a royal pain in the *** by the way. The last time it was removed it damaged the throttle wire which required taking the ITB's off and installing a new one then having to recalibrate the TPS parameters and make sure everything was back where it was prior. Murphy's Law... sorry for the excuses... lol.


I agree with you that it should make more than 300whp as that was my 'personal' goal for this set-up. But honestly... pulling the airbox would be strictly for bragging rights. The car will not be driven without the airbox off due to the IAT's that I logged while driving on the street. I'd love to spend a little more time with the car but time is money and we've got an extremely backed up shop at the moment. The customer is extremely happy with the results and maybe in the future once the car is ready to hit the tracks we'll retune it on c16 and see what kind of big numbers we can pull. Regardless... 272-283whp is very good for a car running pump gas that will be somewhat daily driven as well as tracked.

Thanks man... I'm glad you are staying busy as well. I'll post up some of the specs on the bottom end when I get caught back up in the shop.

Dynapak ftw!

We have the idle at 1200. The tune is done using alpha-n (TPS based index). Sometimes the throttle cable gets hung up a tiny bit which will hold it around 1400 at some points. We are using the IACV and there was very little room for the installation of it in the engine bay. It needs to be closer to the intake manifold port but again due to packaging issues it is where it is. The vacuum lag is not bad and the IACV does it's job to prevent stalling which is nice.

We have a short video of it idling on the site before the air box was installed:
http://www.av-engineered.com/site/ne...ne-272whp195tq


Yes... this set-up was built for the track. We built the bottom end to spin up to 9200rpms but it's not making any real power gains as you can see past 8k. The customer wasn't too concerned about having a 9k rpm as the midrange was more important to both of us. To answer your question though, increasing volumetric efficiency will help sustain a longer and larger power band. We were going to originally run oversized valves but Tony over at Skunk2 specifically told me not to go with OS valves if this set-up unless I wanted to spend hours taking valve to valve clearances after I spent hours taking the piston to valve clearances, lol. We were very careful with the engine assembly... everything was balanced and all measurements were carefully documented. Additional headwork would also help the volumetric efficiency. Also, we degree'd the cams according to Skunk2 specs and everything was pretty much dead nuts on compared to what we saw on the dyno. A few runs with tweaking the settings picked up 5-6whp peak but lost a bit in midrange. We set them back to our original settings as the midrange was my main concern.

Hytech 4-2-1 long tube version. It only took just shy of a year for us to receive after the order was placed too!

 

If I brought you a bone stock prelude ,and wanted to run a similar set up....what would this cost me start to finish?U can PM me....but I just got a student loan and I have some extra cash,and was looking into different set up options.

Also precision....is it at all possible to make Na power like this and pass a Ca smog inspection? Or is that unrealistic? Thanks for your time