tegedrex

Well I decided to see what the car would put out today before I put on the Hytech header, b-pipe, exhaust, and AEBS on. I actually decided to do a before and after with the J's Intake, and timing. On Dynojet btw and if anybody can post the graphs I will email

So first run went like this
completely stock
156.28hp
115.99tq

J's intake and 18 deg. timing
160.56hp
115.75tq

hopefully will have the rest of the parts on tonight or first thing in the morning and dynoed tomm. as well. Let me know what you think

Rob Dizzle

heres his dyno:




Modified by Bob-DC2 at 5:12 PM 12/12/2003

tegedrex

sent

JjuuN R

nice HP gain from the intake
bad TQ drop
thanks for the info

Bbasso

What is your altitude? your numbers seem kinda low..

Rob Dizzle

hrm,

its RLP@ef-1.com

not rip@ef-1.com

or u can direct connect to me if you on aim or yahoo messenger

aim is vintdi

Rob Dizzle

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bbasso &raquo;</TD></TR><TR><TD CLASS="quote">What is your altitude? your numbers seem kinda low..</TD></TR></TABLE>

he just has j's intake it looks like

hes about to put the hytech and other bling stuff on

tegedrex

thats SAE corrected, elevation where tested at 6100 ft, almost the same where Im at, but compared to others Ive seen looks about the same

r573

not bad for an in take i wish R,s got more out of bolt on,s

fuck honda-tech

hmm 4 hp with advance timing that intresting .. but it is to the wheels

Bbasso

I'm not saying the gain is low, thats fine. The overall #'s are a tad low.

JjuuN R

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by r573 &raquo;</TD></TR><TR><TD CLASS="quote">not bad for an in take i wish R,s got more out of bolt on,s</TD></TR></TABLE>
you can actually get quite a bit with the right parts. it's all about the combination

tegedrex

dyno up, thnx

Eric R

That's not fair. He's advancing the time when he switched to the J's intake. So, the results are not accurate. He should keep the inicial timming and just switch the intakes under the same atmospheric conditions. This way you get the real #'s.

Note: Once upon a time on the dyno, I went from stock 16 deg timming to 18 deg advance and noticed an improvement of 10 hp peak to peak.

vtec.dc2

got a comparison chart or chart of a stock dyno?

Michael Delaney

anyone who doesn't tune the car to optimize it after the addition of a new part is basically selling themself short of the true potential of the part. This false notion that the untuned power gain is representative of the "true" effects of the part alone is representative of a lack of understanding of fuel and ignition tuning to display the true potential of a part.

Imagine putting on a 310 cc/min injector and not adjusting the previous fuel tables that were calibrated for stock 240 cc/min injectors and calling that the true effect of adding 310 injectors? What about a Hytech header? Spend $1300 and not tune the fuel and the exhaust cam gear to recalibrate the package to the header's optimal potential? Who would be so silly as to not do that? It's the optimized air:fuel ratio to deliver the torque you want in the right rpm powerband relative to your gearing...that's the name of the modifying game.

If you don't think a fine tune adjustment in ignition tuning isn't important to your overall af ratio, you may want to re-read the part throttle tuning lesson section in hondata's website.

http://hondata.com/techpartthrottle.html

Now this is a reprogram and not a baseline ignition advance but it does show the importance of fine tuning to optimize what you have.

You don't "compartmentalize" parts separately from tuning. The 2 go together when you add a new modification.

The fact that we're only at the elementary level of modification experience with an intake shouldn't make you lose sight of that.

The statement that he shouldn't have advanced because it falsefies the gain attributable to the intake alone is more of a sign of inexperience.


In actuality, this intake's bread & butter is the low to midrange rpm under part throttle in terms of acceleration.


Anyway, the AF ratio once in VTEC at WOT after 6800 rpms speaks volumes to me about this intake, particularly if I was planning to go for big numbers in the future.


Modified by Michael Delaney at 12:24 AM 12/13/2003

Michael Delaney

Again, we know that stock ITR's have dyno'd from 155-165 peak whp.

We also know (as was demonstrated in that rag that everyone reads) that the same car can be dynoed in several different shops without any change in parts or settings and still vary by 5-8 SAE corrected whp depending on the dyno's calibration and maintenance.

You dyno to detect the gains and not to record the absolute peak value. At least the people who've done this awhile do. The latter is to stroke someone's fragile ego who yearns for praise and the former is for people more interested in going faster on the road rather than on a dyno.

jond

I think many people have gained more than 4whp from just advancing the timing.
Makes me wonder if the J's does anything at all.

tegedrex

Well hopefully the Hytech stuff will show significant gains

92TypeR

Usually advanced timing wont boost peak HP as much as midrange. Typically, slightly retarded timing will yeild larger peak HP gains, while advanced timing will bump power in the low-mid range. A hondata allows this to be different, because you can choose timing at individual RPM points, but adjusting the timing (advanced) via the distributor usually will not increase peak HP by much, if any at all. I spent a few hours on the dyno the other month, and saw peak power go up 5whp from retarding from full advance (~19deg) to 17deg. Timing light indicated.

Thanks for the info on the dyno At least this intake actually adds power to a stock motor.

lmblf8

woo woo, strong numbers nice A/F R'stoo

Michael Delaney

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by lmblf8 &raquo;</TD></TR><TR><TD CLASS="quote">woo woo, ....nice A/F R'stoo</TD></TR></TABLE>

woo, woo?

the af suck at the top end...let's connect the dots: the tapered diameter is too small for upper rpm powerband gains (especially when you start modifying to increase that powerband range which is what aftermarket IM's, cams, bigger diameter headers do...they all forgo the midrange).

tapered intakes are nice as long as the diameter at the TB end doesn't cause you grief when you start wanting to be a little more serious with your ITR in the powerband it was meant to live in.

uncleben

edit: n/m - posted at the same time you did, didn't see your explanation

good posts!




Modified by uncleben at 12:35 PM 12/13/2003

Michael Delaney

LOL...yeah like you're a noob.

what do you think of the woo woo though?

tegedrex

Well I thought the #'s were decent, and also am patiently waiting to see if the Mugen intake will be worth the money.

BTW once the Exhaust is installed someone said it should lean out the A/F. Will I still need to install the A/F controller, which should do the same thing