Hondaklubben

Hi all, I thought it would be exciting to make a dynothread from our workshop on the honda`s we have for dynotuning.
The thread contains setup(technical) and dynosheet + explenation, aka what went wrong, what could have given more, or what did the good results.

First of I want to put up the stock numbers the respective bonestock engines put out on our dyno.
As you may know the dynapack is attached to the hubs and meashure shaftoutput aka WHP so the noumbers are way lower than engine BHP-

Mazda 6 152hp: 96whp (depends on condition)
peugeot 307, 176hp(130kw): 98whp (depends on condition)
d15z6: 83whp (depends on condition)
d16z6: 98whp (depends on condition)
b16a1:115-120whp (depends on condition)
b16a2:120-125whp (depends on condition)
b18c6:148whp (depends on condition)
b18 typeR: 150-160whp (depends on condition)


First post:


Civic with 81,5x89 c1 block, b18c5 head stage 2 port
stock cast iron manifold, and cat. 153whp with oem ITR camshaft 160whp with S2stg1 camshaft

The engine would have seen 180-185 with a hytec replica tubular manifold instead of the cast one(seen on the b16a2) and the stock cat.
Ive seen as much as 30whp increase from a H/E upgrade.
But 160whp on stock exhaust WITH cat is good. The engine suffered from high exhaust back presshure, you could see it when the vtec engaged and the Intake flow velocity /presshure dropped while the exhaust presshure stayed the same, (dip in curve)

the next duno was a CRX ed9 with a JDM ITR engine swap.
Crx 91 with B18c-R JDM Stock motor, 4-2-1 tub, exhaust, stock cat, stock cams 175whp

This car also suffered from high exhaust presshure when the Intake presshure dropped(vtec engagement) creating a small reversation and the dip in the x-over point.
Allthough stock JDM itr with H/I/E upgrade and 175whp is right where it should be.

comparison between mugen chip and intec tuned hondata s300 system

stock b16a2 with header and exhaust

143whp with our hondata tune
128whp with the Mugenchip

Honda crx stock with s2stg1 cams
H/I/E upgrade, s300 and 310 RC injectors. and a race cat.

150whp, cams give somewhat a low torque used with the stock compression of 10,2:1 (B16a1)
The engine will be buildt here in house soon with accralite high comp pistons, and a stg 2 P&P from us.

ITR stocksleeves on pumpgas unleaded
527whp @ 14psi
Fullrace prostreet stage 2
Intec Race stage3 p&p pr3 head
intec spec stage 1 turbocam

WERY conservative tune, this is on unleaded pump gas.
had about 20hp more from 7000-9000+rpm and 10hp from 5-7000rpm.
Also the car did not stretch to its limits, the powercuve would drop in the 95-9600rpm area. but we had to stop due to the injectors were maxed.
Car dynoed on 0,5 and 1bar. 7 and 14psi boost Maximum VE at 7500rpm around 1000rpm later than stock ITR head/cams wich jield to carry torque out further VE remained high to redline and had its peak in the middle of the powerband.

b20 vtec 84x89 12,5:1 compression on pump gas unleaded

This car just blew the headgasket on previus dynosession. the B20 block and sleeves is soft, along with the bad R/S ratio and heavy 84mm pistons causess a JAzz movement on sleeves causing the headgasket to prematurely fail after 2 years of abuse un tuned.

After replacing headgasket it did 216whp (190whp on basemap)

1996 Honda Civic EK
•100% bone stock Integra Type-R motor, B18C6 11:1 compression
•750cc injectors•Walbro 255LPH fuelpump
•Fullrace prostreet manifold
•Garret t3 t60-1 (t3-t04e 60trim) .63a/r
•3" down pipe
•Hondata ECU
•tuned conservatively E85, 0,7bar presshure(10psi)
Maximum VE at around 6200rpm But VE remains high all to redline

Thats all for now folks, I have more from our archive.. but needs to take some time of.

Feel free to post comments.

You can also visit us at Facebook. just type in-tec motorsport on your facebook search field.


Have a nice weekend

Andreas.

More info on that B20 please, head? cams? header? intake? exhaust?

malkolm666 skrev:More info on that B20 please, head? cams? header? intake? exhaust?

Itr IM, 2,5" exhaust, ported b16 head, RM m22 cams

The car with B20, is it imported from Sweden? White EG6?

M Scotte skrev:The car with B20, is it imported from Sweden? White EG6?

That is correct.

What basemap was in the B20 with 190whp?

Did you touch the cam gears?

is the Rage-header still on it?

Isnt it a litle high to rev 8500rpm on a b20 with stock sleeves?

Atec the car was tuned in sweden,
I Build the engine and John Kraft Tuned the car, strange that the car was not tuned?!

Any way very nice graf. I will upload my on graf to compare with yours.

Junior skrev:Atec the car was tuned in sweden,
I Build the engine and John Kraft Tuned the car, strange that the car was not tuned?!

Any way very nice graf. I will upload my on graf to compare with yours.

I was just informed that it was running on a basemap. I have nothing to do with the setup other than what beeing told, and replacing the headgasket.
nice to have the engine builder dropping by the post BTW

It did 190whp on our dyno with the previus tune on chrome?, what did your dyno read? nice to compare dynos also

malkolm666 skrev:What basemap was in the B20 with 190whp?

Did you touch the cam gears?

is the Rage-header still on it?

Isnt it a litle high to rev 8500rpm on a b20 with stock sleeves?

prev tune then.

Yes.

yes.

yes if you are a wuzz, and dont know how to replace HG from time to time. :prop:
to have its full potencial the sleeves should have been posted to help stopping the sleeve movement at high rpms.
The Engine should be able to rev its full potensial or else the build is a waste, then you could do fine with a b16IM stock ports and other camshafts to get peaktorque earlier.

I did 197 whp, in our dyno. With 5 runs. We was out of time this day.

Did you play with the buddy club camgears?

Junior skrev:I did 197 whp, in our dyno. With 5 runs. We was out of time this day.

Did you play with the buddy club camgears?

Okey then our two dynos isnt that far off each other.. which is nice to compare so you have some sort of proof that our dyno isnt some Donald Duck fairytale funbox
In fact our dyno usally reads 10-20hp lower that competitors dyno out here.

What type of dyno did you have?

Havent you dynod any Kseries? No love for K-swaps in Norway?

It would be interesting to compare a K20 with that B20.

malkolm666 skrev:Havent you dynod any Kseries? No love for K-swaps in Norway?

It would be interesting to compare a K20 with that B20.

Yes I have havent layed it out yet, The K is not anything wild, only a stock ctr with stock exhaust and cat. 175whp.

would have gotten into the 200whp area with anything else than the stock setup.
ppl here escpessially Honda marked contains younger generations with limited budgets, there is too much love and excuses for using the D, and almost nothing for the K :/
Not much into tuning sceene exept some budget builds.. but we do have exeptions though.


Think the sweeds have gotten way ahead with Honda`s than us..

I found a dyno sheet.

In the sheet we compare

Ahremark k20 ctr toda cams,header, no,cat. open filter.
Istvan have the same setup as Ahremark, but istvan graf are somthing wrong with, 1000 rpm too much.
Junior B20.(you already know) 84,5mm borr not 84

follow the name and the colored line on the left side.


You can recordnize the the b20 by almost the same tq curve.

funny to se that the average tq on the b20 is higher than the K20, after we tuned it.

here is a video of the run btw <a href="http://s137.photobucket.com/albums/q240 ... I_1464.flv" target="_blank">http://s137.photobucket.com/albums/q240 ... 464.flv</a>

Atec skrev:1996 Honda Civic EK
•100% bone stock Integra Type-R motor, B18C6 11:1 compression
•750cc injectors•Walbro 255LPH fuelpump
•Fullrace prostreet manifold
•Garret t3 t60-1 (t3-t04e 60trim) .63a/r
•3" down pipe
•Hondata ECU
•tuned conservatively E85, 0,7bar presshure(10psi)
Maximum VE at around 6200rpm But VE remains high all to redline

Here is a video of this, can u se the moving airfilter lol-

<a href="" target="_blank">

<!--quoteo--><div class='quotetop'>QUOTE</div><div class='quotemain'><!--quotec-->b16a2:120-125whp (depends on condition)<!--QuoteEnd--></div><!--QuoteEEnd-->

nice to see.
i dont have to be worried then. my B16A2 @ dynapack showed 143 whp.. i thought there was something worng with my car

insigma skrev:<!--quoteo--><div class='quotetop'>QUOTE</div><div class='quotemain'><!--quotec-->b16a2:120-125whp (depends on condition)

nice to see.
i dont have to be worried then. my B16A2 @ dynapack showed 143 whp.. i thought there was something worng with my car
<!--QuoteEnd--></div><!--QuoteEEnd-->

Well it depends on who`s dyno you go to. but 143whp on a stock exhaust, stock ems b16 is a dream number and not a real number.
remember the avg output is 160bhp that is 125whp at the most.

As I can see your 143whp number is made at 8150rpm. bone stock b16 does not hold power that high, your engine is either not stock or the dyno i WAY off its RPM calibration making your hp figures wrong.

Do you have the curve? please feel free to post it.
It would have been nice to compare.

Andreas.

spec:
B16A2
Itr Camshafts 0/0
skunk2 pro intake
comptech 4-2-1 header
stock cat
catback 2,25"
P30 with Crome tuned on street 'basemap'

<a href="http://forumbilder.se" target="_blank"></a>

insigma skrev:spec:
B16A2
Itr Camshafts 0/0
skunk2 pro intake
comptech 4-2-1 header
stock cat
catback 2,25"
P30 with Crome tuned on street 'basemap'

<a href="http://forumbilder.se" target="_blank"></a>

Nice, a simple tuned setup that works wery well not a bad curve considered it is a street map. do you have a pic of the tq curve as well?

Her er en civic til, 92 EG godkjent med B18 motor, det er montert tykkere toppakning så kompressjonen var redusert til 9:1 kompressjon, Ebay ramhorn grenrør 38mm wastegate, 550cc dyser, og hondata S300. Turboen som er brukt er en t3-t04e 50 trim(minste kompressoren) og .63a/r motoren ellers er helt orginal, og med 2,5" eksosanlegg. Den har også standard clutch så vi stoppet på det lave trykket.

Mappet på 0,7bar trykk
316,7whp og 275NM Legg merke til at moment kurven er nesten på topp fra 4-8500rpm.

Snakk om langt register, jeg er overbevist at rundt en trang svingete bane er motor registeret like egnet som en N/A motor, men du har mer moment til å dra opp bilen istenen for å jage på turtall.

Video av bromsingen

<a href="http://s964.photobucket.com/albums/ae12 ... V00033.flv" target="_blank">http://s964.photobucket.com/albums/ae12 ... 033.flv</a>

Here is the final results of the D16z motor we built with ebay turboparts, the only special is the headporting done to it, or else stock cams and 2,5" exhaust.

We did change the clutch for a act extreeme 6puck sprung, and did another shot at the dyno, at first we had trouble with missfire, and hooked the car up with more ground cables, did sum plug gap adjustments, and a little bit more tuning, the end result at 23-25psi was 401,1whp with pumpgas.

Here are the graphs:



Boost:


Final sheet: