Just got back from the dyno and I'm very happy with the results



Setup:
1995 JDM Prelude VTEC H22A Engine & 5spd Transmission w/ LSD
Golden Eagle Godzilla Sleeves
87.25mm Prelude Type-S Pistons
Head Milled 0.020"
Modified Intake Manfiold
Crower Stage 2 Camshafts
Imagine Engineering 4-2-1 Header
Imagine Engineering 3" Race Intake
STR Cam Gears
STR 70mm Throttle Body
AEM High Flow Fuel Rail
AEM Adjustable Fuel Pressure Regulator
APEXi V-AFC
Thermal Classic Exhaust
NGK Spark Plug Wires & Platinum Plugs

No P&P on the head yet!

This is in a 2000 lb 94 Civic hatch. Going to the track Saturday

 

Motor:

 

did you balance the bottom ?
how about the pistons ?

runnign balance shafts ?
running crank pulley ?
running flywheel ?
stock head with stock vavles ?
what taper is the tb ? entry to exit ?
with exaust on or open header ?
alt power steering pulley ?
what fuel pump ?

*no ps* from picture (that's a given 6)

sorry but i'll be dynoing mine fairly soon. and wanna know what to expect from our difference.

*smooth graph!*

 

Factory Crank
Type-S Pistons
NO Balance Shafts
Factory Crank Pulley
Factory Flywheel
STR 70mm TB, No Taper
Thermal Exhaust
Factory Alternator Pulley
Walbro 190lph Fuel Pump

 

Very nice numbers and setup

 

Very nice Congrats.

 

can I see some SAE numbers?

Nice results though.

 

good numbers. you should be very happy. now get that header to fit in the ludes.

 

whats the main difference with STD and SAE?

what's the point of even dynoing with STD, when people will ask for SAE numbers?

my dyno was ran with SAE. i dont believe they ran with STD.

 

Thanks guys.

Its just how the dyno was setup. Changing it to SAE only drops it like 3hp

 

where you the same person who dyno'd less with cams?
if it was, glad you got the problem solved.

if it wasn't, nice numbers!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Daboi630 &raquo;</TD></TR><TR><TD CLASS="quote">whats the main difference with STD and SAE?

what's the point of even dynoing with STD, when people will ask for SAE numbers?

my dyno was ran with SAE. i dont believe they ran with STD. </TD></TR></TABLE>

SAE is a normalization factor that takes into accout temperatue and barometric pressure, as these factors play a moajor role in power output during a run. SAE numbers are used so people can compare apples to apples. Well at least more accurate.

Like is a huge difference in numers if I dyno at 68 with no humidity and I dyno at 95 with a ton of humidity. It's merely for comparison purposes.

 

so in short
SAE = real world numbers
and STD = what it *could/should* make

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Daboi630 &raquo;</TD></TR><TR><TD CLASS="quote">so in short
SAE = real world numbers
and STD = what it *could/should* make</TD></TR></TABLE>

no

SAE = normalized numbers to standard test point (77 degrees and some pressure factor)
STD = Actual test conditions numbers aka real numbers that day

 

what did you do to the intake manifold

 

That Thermal exhaust must be killing power if its just the standard one with only 2.25'' piping.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ranta18 &raquo;</TD></TR><TR><TD CLASS="quote">This is in a 2000 lb 94 Civic hatch. Going to the track Saturday </TD></TR></TABLE>
I don't give a crap about drag racing but DAMN your car must be fast.
&lt;- curious to see your times.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by satan_srv &raquo;</TD></TR><TR><TD CLASS="quote">

no

SAE = normalized numbers to standard test point (77 degrees and some pressure factor)
STD = Actual test conditions numbers aka real numbers that day</TD></TR></TABLE>

on me.

thanks for putting it into simple terms

 

those are some really nice numbers! how's it feel?

 

how can you say sae is 3 hp when it changes from day to day. granite those are good #s but but sae does make a diffference. and what mods did you do to the intake.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by junbb1 &raquo;</TD></TR><TR><TD CLASS="quote">how can you say sae is 3 hp when it changes from day to day. granite those are good #s but but sae does make a diffference. and what mods did you do to the intake. </TD></TR></TABLE>

I believe in another post he said he basically did the same thing you did joing the 8 runners to 4. So based on your results we could say it may be hurting his midrange. But if he's drag racing who cares right?

 

yes, but the minimal gains i made on very high end would not help drag racing. hell, that mod wont help **** unless you are F/I, and maybe that.

 

Yes, it was me who had problems last week. My cam gears were off a tooth. Stupid mistake on my part, but I'm glad it wasn't something more serious.

Yes, I'm running the Classic Thermal exhaust system. I might look into a bigger system, but I love how this one sounds.

I'll post up the SAE numbers for you guys tomorrow.

I made the 8 runners into 4 large runners,eliminated the butterfly plate, and port matched it for the 70mm throttle body. I know this has shown to loose midrange power and gain little up top, but has anyone tested this on a higher compression motor with the mods I have? My theory is that with the larger cams, tb, and higher compression, the larger and shorter runners will help. 157 ft/lbs @ 5600 seems pretty good.

This is the difference between the setup I had before the cams and now adding just the pistons and removing the balnacer shafts:


TONS of midrange gains.

The car feels great and I can't wait to see how it does at the track. I ran consistant 13.8's at 185 whp and 2200 lbs on street tires earlier this year. Now I have some suspension mods, traction bar, 200 lb lighter car, 20 more hp, and slicks.

 

I'm going to hazard a uess to say the balancer shafts gave you most of the torque gains, you can see it straight across the board, the pistons wouldn't make a huge difference at that rpms. I'll be doing a balancer shaft test sometime soon.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ranta18 &raquo;</TD></TR><TR><TD CLASS="quote">... My theory is that with the larger cams, tb, and higher compression, the larger and shorter runners will help...
</TD></TR></TABLE>

I agree with the comments except for the "higher compression" part. What difference would CR make regarding intake modes? (not dis'ing you, I really want to know.) Higher compression simply means the air is squashed more, it doesn't matter how the air got in there. I mean, it's not like it's pulling in more air *because* of the higher CR, right? The only change is happening after the intake valves close, so any changes upsteam of that wouldn't matter.