So this weekend in the bay area we had a big bbq / alignment / dyno / dent day. My S2 made the largest numbers this weekend with just some NA bolt ons. I hit 219whp and 146tq.

My mods: Asura 3" Dual exhaust, Asura High flow cat, K&N FiPK, Skunk2 springs (unrelated)
Tuned w/: Flashpro. Note this tune is no where near completed even for WOT, and is barely tweaked past the "Stock s2000 tuned" precalibrated map. This map is not adjusted like the more powerful precals such as the mugen tune, or even the AEM / Injen tunes. I'm really looking forward to what my numbers will look like once I get myself a header, and my intake manifold gasket on. The quest for NA power continues.

Pictures, dyno vid & graph below:

http://www.youtube.com/watch?v=u3SYu25GbvA



and some pics of her in nature:





The thread with all the dyno's can be found here:

http://www.s2ki.com/forums/index.php...=774883&st=175

Note the stock s2's were dyno'ing between 186-193 depending on year / engine health condition. In comparison it seems I'm making somewhere between 26-33whp in comparison.

 

good numbers... no base dyno???

and your car needs a lip ASAP!!!

 

its a bit hard to see, there were 3 pulls. The first two pulled in at about 216, and when warmed up all the way hit 219. I never had it dyno'd at stock, never had the money and at this casual event blacktrax gave us three pulls for 50$.

And roger that on the lip, except I'm more of a function before form modder

 

thats a pretty good deal... yeah but itll compliment your power mods nicely...

 

I'll probably end up picking up one of those well fitting OEM replicas off ebay, since I'm not overly concerned with 110% flawless bodywork. Id rather spend the $300 inside the engine bay

 

true... i think theyr 380 shipped from the dealer... but theyre worth it

 

Do they come pre painted when OEM?

 

get and ARC lip those things are sick

 

Negative, only non oem body part that will go on my car will be a veilside spoiler or possibly a duckbill spoiler.

 

or you could put a huge one like mexican style

 

your vtec switchover point need to be lower, abore 5500 rpm should be good according to the dyno graph

 

my crossover point is currently at 5600. I plan on lowering it to somewhere between 4800 and 5200 haven't quite made up my mind. Although it seems that the ideal crossover point for best performance is around 3800-4000 which I have a calibration for made by someone else... but I'd rather do my own work. Plus vtec that low seems like a DD nightmare since I usually shift between 3500-4000.

 

nice dyno results!

 

3500-4000 is too low

low vtec engagement point doesn't matter for DD, since you could make conditionnal to the load applied

 

@jlap Thanks. I lit up when I saw those numbers as I knew that wasn't typical for most I/E/TP or HFC boltons. I suppose the excessive amount I spent on that HFC/Exhaust setup really turned out to be worth it. This may sound far fetched, but I'm thinking I *might* be able to hit 240whp when I add in a header into the mix. I think I might be able to crank out 222-225 just by completing the tune as my setup is right now. The fast forward header shows a gain of 9whp just by bolting it on, so tuning that and eliminating any bottle neck the OEM header is causing I'm thinking I *might* be able to crank out at least 235. And I'm sure when asura releases his header It *might* produce even more power when comparing the craftmanship of his exhaust gains in comparison to other 3" exhaust gains. Well, here's to hoping anyway.

@Garret if you set vtec to say, 3600 rpm and 6K rpm you'll notice something interesting. Vtec engagement is very smooth and almost unnoticeable. The biggest interesting thing to note is that when this user did this the torque plut crossed at exactly 3600 rpm, and had much smoother values when engaging at this point. I suppose this is application specific, but it's interesting theory to set vtec where your torque plots cross. If you set your vtec as low as 3000, then at the top stock you could try and see where they cross. I'm not saying this is the best/proper way to do it but it does result in a great and smooth vtec engagement that carries even better in the midrange

 

take a look at my dyno test for the switch over point on my own s2000

the header/exhaust setup as a big effect on the vtec switch over point

a friend with a J'S racing header and T1R 70 mm exhaust, I have to put is vtec point at 3800

here is mine

2 test : 5300 and 5900 rpm

perfect point is 5600

 

you're looking at HP curves

 

make a search to know what is the relation between torque and horsepower, you'll find the answer