First graph - this past weekend. (Dynojet)

Mods
- Mugen Intake
- JDM OEM 4-1
- Fujitsubo RM-01A
- 20 degrees timing (blue), which is how the car was when I arrived at the dyno.
- 18 degrees timing (red)

Check out the 20whp SPIKE at vtec engagement. Power is actually falling off at 5k rpms, rather sad.



Second Graph - November 2002. (Dynojet)

Mods
- J's racing intake
- JDM DC 4-1
- Fujitsubo RM-01A
- 18 degrees timing



Note the straighter torque curve once in vtec in the newer graph (top graph) and the slight change in the hp curve up top that definitely shows more area.

Why my car was at 20 deg timing... no one knows!

Cliff notes - tuning and lowering the vtec engagement would make this car a whole hell of a lot faster.

Yes, I have ricer vtec. Car is horrid out of some turns at the track where you're stuck below vtec in the 5k rpm range. around town the vtec engagement is silly. My car is not aligned well right now, the entire car pulls right rather noticeably due to the change in power at that point, lol.

Chris - who is going to tune. soon. hopefully.

 

no tune, no life

 

I need to take out some fuel at the top end for some hp improvement.
Hmmm ... VAFC and back to the dyno?
Mugen ECU + VAFC?

Decisions, decisions.



P.S. I'm still trying to figure out a way to plot and objectively quantify the 4.4 vs. 4.9 top speed question (and how far past peak power top speed my be achieved).

 

wow.. so does that mean mugen intake is alot better than J's?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B2FiNiTY &raquo;</TD></TR><TR><TD CLASS="quote">no tune, no life </TD></TR></TABLE>

I'm so not JDM.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by itr1244 &raquo;</TD></TR><TR><TD CLASS="quote">wow.. so does that mean mugen intake is alot better than J's?
</TD></TR></TABLE>

Hard to tell, but I'd say yes. JDM DC 4-1 and JDM OEM 4-1 are a wash, or close to a wash, IMO.

still... different dynos. Both dynojets - one above ground, one an inground dyno. First time it was 30F, this time it was 55 or so and pouring rain/humid.

I'm not sure I can say definitively, but the car *feels* much MUCH MUCH better with the Mugen intake on.

You can see the tq and hp curves have changed up top... plain as day.

 

t00ning ownz j00.

I doubt you will need to change your vtak point, just tune the fuel in that area and see if you can smooth it out. Id like to see the A/F chart too.

 

My dynograph says 208whp

 

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

Hard to tell, but I'd say yes. JDM DC 4-1 and JDM OEM 4-1 are a wash, or close to a wash, IMO.

still... different dynos. Both dynojets - one above ground, one an inground dyno. First time it was 30F, this time it was 55 or so and pouring rain/humid.

I'm not sure I can say definitively, but the car *feels* much MUCH MUCH better with the Mugen intake on.

You can see the tq and hp curves have changed up top... plain as day.</TD></TR></TABLE>

DAmn CHris you make me want to have a muuugen intake so bad
do you think it's possible to hook up mugen + j's together? or is it impossible?
that will be pretty crazy IMO

 

Hey where's the wide band readout!?! this might explain something...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by seanb18c1 &raquo;</TD></TR><TR><TD CLASS="quote">Hey where's the wide band readout!?! this might explain something...</TD></TR></TABLE>

what would it essplain, sean?

Don't have it... I can ask CJ if he can give me another dyno chaarRt.

 

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

JDM DC 4-1 and JDM OEM 4-1 are a wash, or close to a wash, IMO.</TD></TR></TABLE>

Could you explain that?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zygspeed &raquo;</TD></TR><TR><TD CLASS="quote">I need to take out some fuel at the top end for some hp improvement.
Hmmm ... VAFC and back to the dyno?
Mugen ECU + VAFC?</TD></TR></TABLE>

What advantage is there to using a Mugen ECU if you're going to tune with VAFC?

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bbasso &raquo;</TD></TR><TR><TD CLASS="quote">Could you explain that? </TD></TR></TABLE>

The pipes are the same size and both have 2.5" collectors?

 

 

This is the graph for the sp00m ka. First run. Second run got ~186whp. Not too bad.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by .RJ &raquo;</TD></TR><TR><TD CLASS="quote">What advantage is there to using a Mugen ECU if you're going to tune with VAFC?</TD></TR></TABLE>

It's either that, or back to hondata.
My FPR can only do so much, and the Mugen program is really meant for something with more compression (therefore it adds more fuel).

I would have bought Iggy's harness and VAFC if it would have worked with my 97 ECU plugs ... just for the simplicity of some plug and play fuel "tuning" experimentation.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by aspeed &raquo;</TD></TR><TR><TD CLASS="quote">My dynograph says 208whp </TD></TR></TABLE>

Mine says 220whp. Your point?

 

yeah well mine says 103whp. pwned

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Splat &raquo;</TD></TR><TR><TD CLASS="quote">Mine says 220whp. Your point?</TD></TR></TABLE>

hehe ... my previous one was around 389 WHP/289Tq. RIP
But I have to get used to this for now.

 

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

Could you explain that? </TD></TR></TABLE>

Rob, they are almost identical headers with almost identical power gains/characteristics, so says the header test.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by .RJ &raquo;</TD></TR><TR><TD CLASS="quote">
What advantage is there to using a Mugen ECU if you're going to tune with VAFC?
</TD></TR></TABLE>

vafc can only modify what the stock ecu provides. We were tuning my friends integra last month, and the chip in his p28 was making the motor run so lean that even with 50% fuel addition on the vafc, a/f ratio was still at a 14.5:1 at its richest.

I guess when you have enough modifications done to your motor, that your p73/vafc is inadeqate, you probably have upgraded managemant anyway.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Rob :190: &raquo;</TD></TR><TR><TD CLASS="quote">yeah well mine says 103whp. pwned </TD></TR></TABLE>

I think kendall has you all beat.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by x743x &raquo;</TD></TR><TR><TD CLASS="quote">

vafc can only modify what the stock ecu provides. We were tuning my friends integra last month, and the chip in his p28 was making the motor run so lean that even with 50% fuel addition on the vafc, a/f ratio was still at a 14.5:1 at its richest.

I guess when you have enough modifications done to your motor, that your p73/vafc is inadeqate, you probably have upgraded managemant anyway.</TD></TR></TABLE>

VAFC is not good at adding fuel.

 

looks like you guys need a little tuning. why are the numbers pretty low?

 

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

what would it essplain, sean?

Don't have it... I can ask CJ if he can give me another dyno chaarRt.</TD></TR></TABLE>
Sean's right...you can see if you're running rich there. Without, we're guessing.

Get the graph yO!!