how much of a gain from hondata on stock h22
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From: mundelein, IL, USA
how much of a gain from hondata on stock h22
so what do you guys think. How much on jdm h22 would i gain i'm looking into this becuase the jdm p72 hits a speed limiter at 110 which is no good for me. Also should i bother with the hondata or just get a chip.
Honda-Tech Member
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From: Tx, USA
Re: how much of a gain from hondata on stock h22 (tonesdef)
If you plan on building your motor then I would def. do it. On my stock usdm H22....I never had it on the dyno (it was street tuned with a wide band O2) but it feels really nice. I even used a p28 (so no IAB's) and it still feels really good.....everyday I go out and drive it to work, and it still surprizes me how torqy(sp?) it feels...
Its your choice, but it aint gonna be cheap
Its your choice, but it aint gonna be cheap
a/k/a Jomo
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Re: how much of a gain from hondata on stock h22 (SlvrEj6Dx)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Hondata »</TD></TR><TR><TD CLASS="quote">(B16A) with a P28 OBD I ECU conversion tuned to gain 5 peak HP at 7500 RPM, 10-12% torque below 3000 rpm and an average of 3.5 hp over the whole rev range.
The engine was stock apart from a heatshield gasket and the tuning was performed on a dyno. The result of this surprised us. Normally the stock tuning is fairly close to the full potential of the engine, and there are no significant gains made by tuning fuel and ignition tables. Using a wide band lambda meter on the dyno we increased output by leaning the mixture at full throttle and richening the mixture at part load.
The biggest gain came from advancing the ignition timing below 5000 rpm across all load settings, and retarding the ignition timing at 7000 rpm for full load. Our feeling is that Honda has tuned the engine to run on a lower octane rating fuel. The same gains could not be made by increasing the base timing (by spinning the distributor) because the engine made more power over 7000 rpm by retarding the timing. The difference was noticable when driving the car, especially at part throttle and low rpm.
On the freeway we found the car would comfortably climb a hill in 5th gear where previously a change down to 4th was necessary. Tests were performed as accurately as possible on a dyno with the engine water temperature and intake air temperature at the same point at the start of each run.
We also installed RC 440cc injectors, re-calibrated the fuel trim and proved that the bigger injectors gave exactly the same output as the standard injectors with no loss in drivability.</TD></TR></TABLE>
Just find a P72 ECU (to control secondaries), s100 = $245 and of course a conversion harness if needed. I think it would be worth it.
The engine was stock apart from a heatshield gasket and the tuning was performed on a dyno. The result of this surprised us. Normally the stock tuning is fairly close to the full potential of the engine, and there are no significant gains made by tuning fuel and ignition tables. Using a wide band lambda meter on the dyno we increased output by leaning the mixture at full throttle and richening the mixture at part load.
The biggest gain came from advancing the ignition timing below 5000 rpm across all load settings, and retarding the ignition timing at 7000 rpm for full load. Our feeling is that Honda has tuned the engine to run on a lower octane rating fuel. The same gains could not be made by increasing the base timing (by spinning the distributor) because the engine made more power over 7000 rpm by retarding the timing. The difference was noticable when driving the car, especially at part throttle and low rpm.
On the freeway we found the car would comfortably climb a hill in 5th gear where previously a change down to 4th was necessary. Tests were performed as accurately as possible on a dyno with the engine water temperature and intake air temperature at the same point at the start of each run.
We also installed RC 440cc injectors, re-calibrated the fuel trim and proved that the bigger injectors gave exactly the same output as the standard injectors with no loss in drivability.</TD></TR></TABLE>
Just find a P72 ECU (to control secondaries), s100 = $245 and of course a conversion harness if needed. I think it would be worth it.
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