did a couple runs at P1 a couple of months ago! and came up with 160.9hp @7700 and 116 tq @ 6400. this was on a mustang dyno for those who are not familiar with P1.

setup:
b18c5
p28 computer
comptech ice box
skunk2 stage 1 cams
skunk2 cam gears
jun valve springs
jun tit. retainers
racing spec 4-1 header
stock exhaust
test pipe
vfac

i think that is all as far as performance is concerned.

 

shouldn't you be making more power than what you made at the dyno. Just with Intake, JDM 4-1 header, Test Pipe, Apexi N1 exhuast, and AEM EMS (Kinda Tuned) I made 176whp @ 8800RPM and 124lbs of TQ 8400RPM.

 

You know what, that's really pathetic.
Less than a stock ITR (even for a Mustang dyno).

 

i beleive this is around 190-195hp on a dynojet dynometer.

 

ok I was hoping that you made more power than that

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by jdm pwr &raquo;</TD></TR><TR><TD CLASS="quote">i beleive this is around 190-195hp on a dynojet dynometer. </TD></TR></TABLE>

Yeah, and I believe I'll live forever ....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by jdm pwr &raquo;</TD></TR><TR><TD CLASS="quote">i beleive this is around 190-195hp on a dynojet dynometer. </TD></TR></TABLE>


NOPE..its about 175whp-180whp on a dynoject

 

i thought a mustang dyno was about 20% lower than a dynojet, i may be wrong.
i have never tested on dynojet so i dont know. it was just an estimate anyways.

 

who gives a crap about peak #'s...

nice torque curve (nice and straight!)

must feel nice!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by obd2gsr &raquo;</TD></TR><TR><TD CLASS="quote">who gives a crap about peak #'s...
</TD></TR></TABLE>
everyone cares about peak #'s. or course you want a clean and nice curve but peak #'s is mainly what everyone wants. higher the peak=the happier you are

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sinbro2 &raquo;</TD></TR><TR><TD CLASS="quote">
everyone cares about peak #'s. or course you want a clean and nice curve but peak #'s is mainly what everyone wants. higher the peak=the happier you are </TD></TR></TABLE>

bench racers care.

it's nice, but i'd rather make less HP than someone yet run a faster 1/4 mile time...

i dunno, real performance or on-paper performance? you be the judge which one carries more credibility

 

damn dude, i feel sorry. but here's a shamless plug of my best *basically stock* ITR setup.... dyno pic will be up in like 30 mins.

b18c5, stock block, stock head, stock everything internal, CTR intake cam, 98 ITR exhaust cam... 1 layer headgasket and 10 thou milled (approx. 11.2 or 11.3:1 compression), OEM ITR exhaust (removed bottlenecks), comptech icebox with OEM paper filter element.

then the typical mods... p28 skunk2, cam gears, v-afc, b&m fpr, 2.25" test pipe

190hp/130tq with toda header
188hp/130tq with dc sports jdm 4-1
178hp/126tq with usdm ITR exhaust manifold

yea, i know the toda was only 2hp more peak hp.. but it made like 5hp more than the dc from 4000-7600rpm. awesome header.


EDIT!
I apologize. I should give some constructive criticism. you should do the following....

1- valve adjustment
2- compression test
3- check/replace distributor cap and rotor
4- make sure you don't have a tank of 87 octane

if all else fails, i'll trade you my b16a EF hatch for it.