power output of the ITR
11-24-2005, 11:29 AM
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power output of the ITR
I just got my car dynoed and i was kinda dissapointed with the numbers...186whp 129tq. but i guess its not bad considering you lose 22% though drive train. so if the motor is stock puts out 200 flywheel Hp your at 156whp. so im guessing i have 226.92 flywheel hp? correct me if im wrong.
setup:
stock internal 96 JDM ITR
RMF header
AEM cai
2.5 apex n1 exhaust
skunks 2 cam gears
aem fuel rail
Apex VAFC tuned
CTR n1 pulley
what is everyone else making that has ITRs?
setup:
stock internal 96 JDM ITR
RMF header
AEM cai
2.5 apex n1 exhaust
skunks 2 cam gears
aem fuel rail
Apex VAFC tuned
CTR n1 pulley
what is everyone else making that has ITRs?
11-24-2005, 11:38 AM
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Re: power output of the ITR (EJtypeR)
Thats not bad given yoru setup.....with a Hondata or other decnt tunign system I don't think you'd have any trouble getting low 190's.
11-24-2005, 07:29 PM
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Well I'm SC'd now but back when I was all motor I had an AEM CAI, 1 stage cooler NGK plugs, JDM DC 4-1 header, test pipe & an Apex N1 C/B w/ a stock ECU. I made 180.1 WHP & 129.7 WTQ.
11-24-2005, 08:30 PM
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Re: (HYREV2NR)
never dynoed my stock motor but i'll say this, mid 180ish sound to be about right cause jdm itr's are rated at like 195-200 crank hp..should ya we're rolling about right
11-25-2005, 05:43 AM
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Re: power output of the ITR (EJtypeR)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EJtypeR »</TD></TR><TR><TD CLASS="quote">I just got my car dynoed and i was kinda dissapointed with the numbers...186whp 129tq.</TD></TR></TABLE>
Considering the improvements you made on the motor, that's pretty typical assuming you're talking about the typical Dynojet. Your torque figure is a little better than I might have expected.
A Dynojet with a completely OEM B18C5 will typically show 158-165 HP. There are variables between tuners and machines that prevent attaining identical figures on ostensibly identical machines.
That is with a Hondata S100, very cheap. SMSP header and complete exhaust, but <u>with</u> cat. Comptech Icebox. OEM USDM ITR cams, but dialled in with Skunk2 gears.
Head lightly worked by DonF.
Although B18C and B18C5 heads are very well done relative to normal production heads, only the 1996 and 1997 production heads were the ones that were expensively flowed and polished by hand. On a 1998-2001 head, you can pick up some power by correcting what could be surprising flow problems created by attempting to replicate the work of that small JDM shop for full production.
Since that chart, we went with B16 pistons to very slightly raise the compression. Also added a SpoonTB and a more expensive intake.
Car has not been dynoed on that same Dynojet since those improvements.
However, with those improvements it showed 186 HP on the Evans track-side Dynapak at Summit Point. It's hard to completely equate a 186 Dynapak with a Dynojet figure, but I'm pretty sure it would've been over 200 on the Dynajet.
Still with OEM ITR cams.
Considering the improvements you made on the motor, that's pretty typical assuming you're talking about the typical Dynojet. Your torque figure is a little better than I might have expected.
A Dynojet with a completely OEM B18C5 will typically show 158-165 HP. There are variables between tuners and machines that prevent attaining identical figures on ostensibly identical machines.
That is with a Hondata S100, very cheap. SMSP header and complete exhaust, but <u>with</u> cat. Comptech Icebox. OEM USDM ITR cams, but dialled in with Skunk2 gears.
Head lightly worked by DonF.
Although B18C and B18C5 heads are very well done relative to normal production heads, only the 1996 and 1997 production heads were the ones that were expensively flowed and polished by hand. On a 1998-2001 head, you can pick up some power by correcting what could be surprising flow problems created by attempting to replicate the work of that small JDM shop for full production.
Since that chart, we went with B16 pistons to very slightly raise the compression. Also added a SpoonTB and a more expensive intake.
Car has not been dynoed on that same Dynojet since those improvements.
However, with those improvements it showed 186 HP on the Evans track-side Dynapak at Summit Point. It's hard to completely equate a 186 Dynapak with a Dynojet figure, but I'm pretty sure it would've been over 200 on the Dynajet.
Still with OEM ITR cams.
11-25-2005, 08:14 AM
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Re: (HYREV2NR)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HYREV2NR »</TD></TR><TR><TD CLASS="quote">I thought it was a 16% loss through the drive train to the wheels. Not 22%. </TD></TR></TABLE>
Depends on the dyno, depends on whether the car really left the factory with the rated SAE Net, depends on a lot.
The very first dyno on my completely stock ITR was a rolling Dynojet truck, and it was 158 HP for a 195 HP SAE Net car.
That's 19% <u>if</u> the car really had 195 SAE Net when it was tested, and <u>if</u> that rolling Dynojet is typical of other Dynojets.
That same day, another completely stock 1997 ITR produced 162 HP within 45 minutes of my reading.
Depends on the dyno, depends on whether the car really left the factory with the rated SAE Net, depends on a lot.
The very first dyno on my completely stock ITR was a rolling Dynojet truck, and it was 158 HP for a 195 HP SAE Net car.
That's 19% <u>if</u> the car really had 195 SAE Net when it was tested, and <u>if</u> that rolling Dynojet is typical of other Dynojets.
That same day, another completely stock 1997 ITR produced 162 HP within 45 minutes of my reading.
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11-25-2005, 06:55 PM
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dynojet 248c at Hoyle Automotive
0.99 correction factor
96spec ITR
obd1 converion via Joey Davis, untuned map
AN-R compact, merge, coated header
2.5" crush bent exhaust, magnaflow muffer, no cat
aem 3" cai
191/132.4
0.99 correction factor
96spec ITR
obd1 converion via Joey Davis, untuned map
AN-R compact, merge, coated header
2.5" crush bent exhaust, magnaflow muffer, no cat
aem 3" cai
191/132.4
11-25-2005, 08:04 PM
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Re: (George Knighton)
Interesting. Thanks for that info George. I dyno'd on an inground Dynojet & made 258.3 WHP. If it's only a 16% loss then thats roughly 298 @ the F/W. If the loss is 22%,....heck, I'd have to get the calculator.
11-25-2005, 09:23 PM
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Re: power output of the ITR (EJtypeR)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EJtypeR »</TD></TR><TR><TD CLASS="quote">I just got my car dynoed and i was kinda dissapointed with the numbers...186whp 129tq. but i guess its not bad considering you lose 22% though drive train. so if the motor is stock puts out 200 flywheel Hp your at 156whp. so im guessing i have 226.92 flywheel hp? correct me if im wrong.
setup:
stock internal 96 JDM ITR
RMF header
AEM cai
2.5 apex n1 exhaust
skunks 2 cam gears
aem fuel rail
Apex VAFC tuned
CTR n1 pulley
what is everyone else making that has ITRs?</TD></TR></TABLE>
not bad for stock internals
... i only made 182 
i regret not using ctr pistons and s2s2's... someone tuned a week before me made 195 whp with those cams (not the pistons, though)
setup:
stock internal 96 JDM ITR
RMF header
AEM cai
2.5 apex n1 exhaust
skunks 2 cam gears
aem fuel rail
Apex VAFC tuned
CTR n1 pulley
what is everyone else making that has ITRs?</TD></TR></TABLE>
not bad for stock internals
... i only made 182 i regret not using ctr pistons and s2s2's... someone tuned a week before me made 195 whp with those cams (not the pistons, though)
11-26-2005, 03:04 AM
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Re: power output of the ITR (Surubasi00)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Surubasi00 »</TD></TR><TR><TD CLASS="quote">that shifter is badass....where did you get it?
Dave</TD></TR></TABLE>
It's a Fastline Performance shifter, I have one myself and it's awesome. I got mine from http://www.heeltoeauto.com
Dave</TD></TR></TABLE>
It's a Fastline Performance shifter, I have one myself and it's awesome. I got mine from http://www.heeltoeauto.com
11-26-2005, 06:16 AM
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Re: power output of the ITR (SMSP)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SMSP »</TD></TR><TR><TD CLASS="quote">I was around 12-13% loss from DFE's engine dyno to HP Works Dynojet. </TD></TR></TABLE>a little more info? U mean U had U'r motor on an engine dyno & put on a chassis dyno shortly after? I'm just a tech freak & was curious what kinda car, motor & trany. Thanks.
11-26-2005, 04:09 PM
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Re: (fusion210)
what cams, and valve train do you guys think would go good with this setup? Jason at rage performance is the one that dynoed my car and said to go with blox stage 2s to get rid of the dip before vtec. oh yeah vtec is set at 5000rpm, cam gears are set at +2 on intake and -2 on exhaust.
11-28-2005, 10:26 PM
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Re: power output of the ITR (EJtypeR)
Those numbers look right. Not too bad. And Jason is right about those cams-the Blox B's/Skunk Stage 2's make decent power on ITR's. Portflow springs and retainers are a good bet if you run bigger than stock cams
11-29-2005, 08:40 AM
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Re: power output of the ITR (George Knighton)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by George Knighton »</TD></TR><TR><TD CLASS="quote">Considering the improvements you made on the motor, that's pretty typical assuming you're talking about the typical Dynojet. Your torque figure is a little better than I might have expected.
A Dynojet with a completely OEM B18C5 will typically show 158-165 HP. There are variables between tuners and machines that prevent attaining identical figures on ostensibly identical machines.
That is with a Hondata S100, very cheap. SMSP header and complete exhaust, but <u>with</u> cat. Comptech Icebox. OEM USDM ITR cams, but dialled in with Skunk2 gears.
Head lightly worked by DonF.
Although B18C and B18C5 heads are very well done relative to normal production heads, only the 1996 and 1997 production heads were the ones that were expensively flowed and polished by hand. On a 1998-2001 head, you can pick up some power by correcting what could be surprising flow problems created by attempting to replicate the work of that small JDM shop for full production.
Since that chart, we went with B16 pistons to very slightly raise the compression. Also added a SpoonTB and a more expensive intake.
Car has not been dynoed on that same Dynojet since those improvements.
However, with those improvements it showed 186 HP on the Evans track-side Dynapak at Summit Point. It's hard to completely equate a 186 Dynapak with a Dynojet figure, but I'm pretty sure it would've been over 200 on the Dynajet.
Still with OEM ITR cams.
</TD></TR></TABLE>
Good stuff george. Get some jun 3's and you'll be golden.
A Dynojet with a completely OEM B18C5 will typically show 158-165 HP. There are variables between tuners and machines that prevent attaining identical figures on ostensibly identical machines.
That is with a Hondata S100, very cheap. SMSP header and complete exhaust, but <u>with</u> cat. Comptech Icebox. OEM USDM ITR cams, but dialled in with Skunk2 gears.
Head lightly worked by DonF.
Although B18C and B18C5 heads are very well done relative to normal production heads, only the 1996 and 1997 production heads were the ones that were expensively flowed and polished by hand. On a 1998-2001 head, you can pick up some power by correcting what could be surprising flow problems created by attempting to replicate the work of that small JDM shop for full production.
Since that chart, we went with B16 pistons to very slightly raise the compression. Also added a SpoonTB and a more expensive intake.
Car has not been dynoed on that same Dynojet since those improvements.
However, with those improvements it showed 186 HP on the Evans track-side Dynapak at Summit Point. It's hard to completely equate a 186 Dynapak with a Dynojet figure, but I'm pretty sure it would've been over 200 on the Dynajet.
Still with OEM ITR cams.
</TD></TR></TABLE>Good stuff george. Get some jun 3's and you'll be golden.
11-29-2005, 09:15 AM
#23
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Re: power output of the ITR (George Knighton)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by George Knighton »</TD></TR><TR><TD CLASS="quote">
Although B18C and B18C5 heads are very well done relative to normal production heads, only the 1996 and 1997 production heads were the ones that were expensively flowed and polished by hand. </TD></TR></TABLE>
No kidding?! So the 98+ ITR heads weren't done by hand? I thought the head work done by hand for any year consisted of a little port matching and polishing maybe an inch or two in.
Although B18C and B18C5 heads are very well done relative to normal production heads, only the 1996 and 1997 production heads were the ones that were expensively flowed and polished by hand. </TD></TR></TABLE>
No kidding?! So the 98+ ITR heads weren't done by hand? I thought the head work done by hand for any year consisted of a little port matching and polishing maybe an inch or two in.
11-29-2005, 11:04 AM
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Re: (EJtypeR)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EJtypeR »</TD></TR><TR><TD CLASS="quote">what cams, and valve train do you guys think would go good with this setup? Jason at rage performance is the one that dynoed my car and said to go with blox stage 2s to get rid of the dip before vtec. oh yeah vtec is set at 5000rpm, cam gears are set at +2 on intake and -2 on exhaust.</TD></TR></TABLE>
maybe even the INFAMOUS JUNIII's nice numbers though btw.....
maybe even the INFAMOUS JUNIII's
nice numbers though btw.....