I headed out late Tuesday night from the shop to Don Flores' shop (DFE Enterprises) in Jacksonville, FL.

But first I had to complete the Ford F250 Super Duty Honda CRX Si Hybrid.



Much better than the stock Ford seats, BTW, I have room for 4 more of these in there if anyone has some for sale.

Got down to Don's shop Wednesday late morning after the 700 mile drive. This is how you get ready to ship an old Formula car overseas.



Wednesday afternoon we got the H1 engine on the dyno.



Don uses DTA for engine management. I'll be using Hondata with tuning by SGT. I'd love to do away with the distributor but can't per the HC rules.



Engine Specs

ITR TB
ITR IM
RC 440cc Injectors
Custom Web Cams
GE Adj Cam Gears
ITR Retainers
B16 Head ported by DFE
B20 Block
ITR Crank
GSR Rods
Honda OEM Pistons
CR more than 11.0:1
VTEC Xover won't be specified

For the break in we used a DC 4-2-1 header with the 2" collector replaced with a 2-1/2" version. Don set the cams and we never moved them. We played with the fuel a little and I believe not much was done to the timing. I was on a time crunch and I didn't see any reason to spend alot of time programming the DTA when SGT was going to do the same thing with the Hondata. So there was minimal tuning done on this engine. Here are numbers from one run with the above header. Since the engine was new I didn't want to rev it past 8200. I think Don wanted to run the **** out of it though .

Remember, these are at the crank.

RPM Torque HP
4600 150.7 132.0
4700 150.0 134.2
4800 150.4 137.5
4900 150.7 140.6
5000 152.6 145.3
5100 155.4 150.9
5200 157.9 156.3
5300 159.2 160.7
5400 158.7 163.2
5500 160.1 167.7
5600 161.1 171.8
5700 159.8 173.4
5800 159.7 176.4
5900 156.9 176.3
6000 no data no data
6100 161.9 188.0
6200 162.1 191.4
6300 162.2 194.6
6400 160.3 195.3
6500 154.8 191.6
6600 160.2 201.3
6700 no data no data
6800 no data no data
6900 160.4 210.7
7000 no data no data
7100 163.8 221.4
7200 162.2 222.4
7300 162.2 225.4
7400 162.0 228.3
7500 169.7 242.3
7600 163.1 236.0
7700 161.0 236.0
7800 159.8 237.3
7900 159.1 239.3
8000 156.5 238.4
8100 153.8 237.2
8200 153.0 238.9


I built a header for SGT and brought that along to test but due to a clearance issue we weren't able to run it.

So Don had another a header, a stepped primary 4-1, with a 2-1/2" collector. The primary lengths were a little too short for my liking for a road race engine but we tried it anyway.

RPM Torque HP
4600 147.6 129.3
4700 149.1 133.4
4800 148.3 135.5
4900 148.7 138.7
5000 149.3 142.1
5100 152.8 148.4
5200 153.9 152.4
5300 154.6 156.0
5400 153.3 157.6
5500 153.9 161.2
5600 152.8 162.9
5700 151.2 164.1
5800 no data no data
5900 157.5 176.9
6000 159.6 182.3
6100 159.5 185.3
6200 161.5 190.7
6300 159.4 191.2
6400 151.2 184.2
6500 152.2 188.4
6600 148.3 186.4
6700 146.9 187.4
6800 147.2 190.6
6900 151.1 198.5
7000 154.4 205.8
7100 157.3 212.6
7200 156.1 214.0
7300 no data no data
7400 no data no data
7500 no data no data
7600 no data no data
7700 165.8 243.1
7800 163.4 242.7
7900 163.5 245.9
8000 161.2 245.5
8100 159.5 246.0
8200 158.3 247.2


So with minimal tuning the engine was still building power at 8200. I don't plan to run this more than 8500 so it will last as long as possible. But with the proper header and tuning 260hp at the crank should be attainable. I'll post whp numbers after the engine is in the car and running. I'll also be testing some new exhaust stuff, so hopefully we'll see even some better numbers.

If you decide to go with the DTA management system, he could break in and dyno tune your engine and then you'd have a bolt in "kit" ready to go.

Then on my way back yesterday, I have to drive behind 2 of these through all the construction zones on I95 in GA. These were BIG tanks.



Modified by SMSP at 1:55 PM 8/20/2004


Modified by SMSP at 9:44 AM 10/7/2004

 

Nice numbers. Good luck with the car.

 

thats cool, if you had said something earlier, I would have offered to lend you one of your headers you made for some dude out west for his road racing setup, its a 4 piece header which ends right before the shift linkage, had a 2.5" collector ... would have been intersting to see results with this header vs the DC ...

nice numbers, btw !!!

greg

 

badass. Should only be better with your exhaust on it.

 

Weak I love the Crx seat conversion Dave!! Classic..
I have a few smsp headers here I could have loaned you
DonF is the man
Dave is Too

 

Those trucks were delivering Anna-Nicole Smith's new vibrators.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Track rat &raquo;</TD></TR><TR><TD CLASS="quote">Those trucks were delivering Anna-Nicole Smith's new vibrators. </TD></TR></TABLE>



go work on ur racecar alan

 

LOL! But anna nicole is hot again....checkthe FHM issue... I'd HIT IT!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Track rat &raquo;</TD></TR><TR><TD CLASS="quote">Those trucks were delivering Anna-Nicole Smith's new vibrators. </TD></TR></TABLE>

HAHA LMAO...allan you crack me up just like when you yelled "vtec" in the comp school classroom

 

How do you get that compression on OEM pistons??

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMCRXDelSol &raquo;</TD></TR><TR><TD CLASS="quote">How do you get that compression on OEM pistons??</TD></TR></TABLE>

you could mill the head...use a thin headgasket...a few ways


Modified by paRRRker at 1:43 AM 8/21/2004

 

ctr pistons will not fit a b20 block.

 

those are big NOS bottles headed for the ricers in the north east

 

as always don always delivers terrific #'s and great motors.

wouldnt hesitate for a second if i had cash for someone else to build my motor

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Benny Hinn &raquo;</TD></TR><TR><TD CLASS="quote">ctr pistons will not fit a b20 block.</TD></TR></TABLE>

ehh stupid me overlooked the b20 block part and only read the b16 part above it...so i assumed that it was a b16 head and block...you know what assuming does

 

tite hurry up and get that thing in your whip...

 

Those must be some super tight valve to piston clearances!

Very cool

-sander

 

Modified by dohcbag at 8:03 AM 10/23/2004

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by juanpwnz &raquo;</TD></TR><TR><TD CLASS="quote">do NOT let don flores tune your car

on our road racing car (3v crx) he was running 40-50 degrees of advance.

he does not know how to make ignition maps

dont let him put venolia pistons in your engine, they dont like to take any stress

DON FLORES IS NOT A good... anything! i had horrible experiences with him</TD></TR></TABLE>

Whoa,
You sure it wasn't Frank at South Florida Performance that tune your motor,lol............sorry, I couldn't resist,lol

Nice numbers, btw

 

Well, I have to reply to the last post. I agree that Venolia pistons do not work, I have only used 2 sets in the mid 90's on 1237cc 2 valve Honda's, all your engines had Wisecos'if you were told different you were lied to. I pulled your iginition program and the total at WOT was 31.5, max was 40.5 at 4000 RPM and half throttle, if you were told different you were lied to. Did you go faster this last year, and finish better at the Runoffs? If you have questions call me, but do not forget to to pay your bill, and then flame me after running my stuff for over 3 years.

 

BTW,

The dyno run above with the 4-1 header was run # 7385 on Don's dyno. That tells an accurate story of the number of engines he's built.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DonF &raquo;</TD></TR><TR><TD CLASS="quote">but do not forget to to pay your bill, and then flame me after running my stuff for over 3 years. </TD></TR></TABLE>

Hahaha, Owned...

 

deleted




Modified by RStoR at 2:48 PM 8/25/2004

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMCRXDelSol &raquo;</TD></TR><TR><TD CLASS="quote">How do you get that compression on OEM pistons??</TD></TR></TABLE>


I will post some pics of USDM OEM CRV pistons once my motor gets finish. Compression would be around 11.5:1, all OEM internals, courtesy of some guy that loves Subway sandwiches on here,lol

 

oem honda parts..

im curious to know the numbers it would have made above 8200..

those web cams were great.. makes **** load before vtec 200 at 6k will be a beast in road racing..

my engine is sitting on dons dyno now.. we are just weaving out a couple voltage issues and we will continue the test and tuning..

nice numbers. i figured that engine would do great..