After seeing Active Aero's post on his dyno results I was anxious to see how my car would react to these Skunk2 Stage 1 cams. I am sure everyone knows they are a basic drop in cam that works fine with stock valvetrain and compression. I thought about milling the head while i had the cams out and maybe a Mugen headgasket but decided against it for the time being.

My current modifications are: AEM CAI, DC JDM Header, Carsound high flow cat, SMS B pipe adapter, JDM FD, Exedy organic clutch, comptech aluminum flywheel, Endyn catch can breather system, TB bored out a little bit (forget specs), NGK copper plugs, AEM FPR, VAFC, Titan cam gears, and removed power steering.

I had the valves adjusted the other day, the oil was brand new in the motor, and the air filter was squeaky clean

Onto the results ----> now i knew that these cams were not meant for top end power but power below the curve which is EXACTLY where i wanted it since i like to road race. The car now feels like a monster when in VTEC. Much more pull on the butt dyno alone after tuning. I am thoroughly impressed with these cams. Oh yeah the dyno i was on was a DynoJet 248C in ground. Don't know if it had been calibrated recently but i don't care about peak #'s.

The spec sheet that comes with the Skunk cams says that normally you should have the intake cam advanced 1-2 degrees and ignition timing at 16-17 degrees BTDC. Those settings SUCKED for us. They did absolutely nothing. We retarded the intake cam and gained power and bumped the ignition timing to 18 and that is where power was made. VTEC was set at 4800 rpms to smooth out the curve.

I would like to publically thank Angel and Al over at Garage Advance for tuning my car. They are super nice guys and i would reccomend them highly. I felt comfortable in talking to them about what i wanted out of the car. They are good people!



Edit: i guess my peak #'s suck compared to what everyone else had. The correction factor was certainly high because it was so cold out there. I thought everyone posted non-SAE corrected #'s.

Edit: my valves might of been adjusted on the tighter side so that might have affected peak hp. Also, will retarding the intake cam gears drop peak #'s at all as compared to advancing the intake cam?


[Modified by EleanoR, 5:27 PM 1/26/2003]

 

what peak numbers, thats all that matters

 

Haha! The peak #'s were 192/135 if i remember correctly yO! that is non SAE corrected.

mike


[Modified by EleanoR, 5:40 PM 1/26/2003]

 

That's quite respectable for some drop-in cams with an otherwise stock motor.

 

Nice numbers. I really want to see that graph though.

 

Nice numbers, that what ill be expecting pretty soon, and you said you tuned for more midrange??? jeez those are awesome numbers!

 

nice #'s

 

Think Yoshi is having problems on his end (we have been in contact through e-mail). Anyone else want to try and post these up if i e-mail them to you? I have them saved on a disk.

mike

 

Sure I'll help you out...Jonnybravo408@yahoo.com

 

Nice numbers! Think she'll pull the Ex on the track now?

 

Nice numbers!

Seems like Atleast were having good luck with Skunk cams!

Eric

 

It'll be a close one, but I think you can still pull her, J.

But the ITR is a real monster now, in all honesty!

 

Give we-todd-did a try...

 

graphs now posted

 

Nice Mike. See you at the realtime garage in March....

 

Thanks

 

"Also, will retarding the intake cam gears drop peak #'s at all as compared to advancing the intake cam?"

More than likely, if you look at the team integra site they tell you how to tune for midrange and high rpms power, to tune for high rpms power you must advance the intake cam and then retard the exhaust cam, which is the opposite of what you and active aero did lol, but you guys are going for midrange anyways, so its the sacrifice you must take....


[Modified by 2001TypeR, 3:50 AM 1/27/2003]

 

Someone needs to tune that car.

 

He's missing at least 15-20 whp.

 

You sure? Peak HP numbers really dont mean anything ya know.....

 

Those cams werent made to produce big peak # (the wow factor) on the dyno anyways.

I've always believed that you need to design your entire "system" to achieve your goal.... and modifying/tuning and engine definately falls into this category. i.e. Dont buy a 3" exhaust if you're going to use Toda A's... and so forth.

RJ

 

Is it just me or is a large chunk of the top end missing?

I was curious to see if the cams hold power past 81 -8200 rpm but the graph must have lost the signal.

But peak number difference is about right. I dyno's within 4 peak hp of my friends 11:1 GSR w/skunk 1's and I only revved to 8000 w/ 00 B18c5.

I have a feeling I will make more peak hp now due to cam gears, an FPR and a DC JDM 4-1....but I doubt I will post the same mid range numbers he has.

 

good luck arguing that point.

one number is easier to compare than having to decipher a graph ya know

 

Type R we did a few weeks ago.

Short ram intake
Thermal exhaust
FACTORY EXHAUST MANIFOLD
NO CAM GEARS
no AC
no PS
no cat
rechiped p28 ECU w/9200 RPM Limiter
V-AFC

181.6HP



[Modified by FUCATYPR, 11:40 AM 1/28/2003]

 

Hmm, I'd say you wasted a lot of money. I have JDM 4-1, Carsound cat., V-AFC, Comptech Icebox and was able to get this: