StreetKA

iTrader: (8)

I just put them for few months. Im gonna do legend swap and ebc rotors plus ebc red stuff pads but just i couldnt find enough funds for it now.

StreetKA

iTrader: (8)

Ok so while replacing tie rods i realized that my back header was missing bolt lol. I mean there was a bolt but no nut. Thats where all the rattle was comming from, right now is all perfect my exhaust sounds even better but there is a lil raspiness. Also i found out that my steering column (sp?) is loose and makes some knocking sound noting big but still. And effff you acurapartssource they sent me two right tie rods

StreetKA

iTrader: (8)

i wanted to show you this guys because some of you say that dynopack reads high/low bc it measures the power at hubs

this is simple comparsion and yes my car was dynoed on dynopack

http://www.youtube.com/watch?v=UZXbk...layer_embedded

friesm2000

iTrader: (4)

hey just did my car yesterday on a dynojet, and it was like 248 HP and like 218-219 torque (like a 40hp and 40 ft lbs of torqued gained from last year when i had the auto, and btw it was the exact same dyno, same operator, and almost the exact same weather condition [like the correction factor was 1.23 last year and 1.22 this year)

so not really that far off from yours, and my car currently has 123k on it, so quite a few more miles then yours



and for power readings, it is all in the calibration of the dyno software, more then anything, even then it is not very hard to fool a dyno, in order to make it read more or less power

StreetKA

iTrader: (8)

Did you watch the video ? Phee got 25x on dynojet as well. According to what i read is just not accurate as you think.

You said you live at high altitude

friesm2000

iTrader: (4)

high altitude = SAE correction factor of like 1.22 or so (if you take away the correction factor, i am only putting down like 200 to the wheels, not the 250 after correction)

and as you say accurate i am looking more for repeatability, between every run, then all out ratings (and as i said same dyno, same operator, and almost the same weather conditions) and if you are woundering ALL 3 runs where within like a 1-2 hp of each other, can't get really get more consistent then that (or very hard to at least)


and for the "numbers" it's all in the calibration of said dyno for the most part


and just asking this, but you weren't you still at 246, only 2 less then me (but i got more torque though) and even then i also have a lightweight flywheel too from clutchmasters, so that should be worth a little more then just 2 hp i would think

StreetKA

iTrader: (8)

I had all spark plugs loose and rear header was missing one bolt so was leaking bad but still i belive 246 whp from dynopack is more than 248 from dynojet for sure. Im not trying to argue but we wont find that out unless we got our car on same dyno same day and same place.

Im just wonderinh how this is gonna look my dyno after full intake and tb pnp and later 3.6 if its going to happen. My friend has b5 s4 avant he invested like 5k now and hes got like about almost 500awhp.

I even want to redyno the car now after that what happened to me lately and see. Car feels much faster than ever.

friesm2000

iTrader: (4)

and as far as the loose spark plugs do and such, my choice to go and get mine dyno'd was on a whim, so nothing special about it (i was actually driving, friend was like was like we should go dyno it, he calls up the shop, they have a opening today, but you gotta be here in like 30-45 minutes, we where probably that far away, especially if i had not speed a little


as far as that audi, turbo cars, are a whole lot easier to modify to make more power, especially when the motor is already built to take boost




btw for my topend power, i know my comptech header is holding me back with only 2" pipe into the test pipe (after 6k torque starts dropping off dramatically)

StreetKA

iTrader: (8)

I was loosing compression on 3 of cylinders.

friesm2000

iTrader: (4)

so really you should be making quite a bit more power then...

friesm2000

iTrader: (4)

btw here is mine for reference:

run 3,4,5 is from last year with the automatic
the run 6,7,8 is from this year with the manual
they emailed me the files, and they still had them saved from last year too ; but anyways i had to download winPEP 7 in order to view them


basically an exact duplicate, but just more though (only difference as far as mods and such go, was a test pipe this year, instead of a high flow cat, minus the transmission and flywheel difference)

CH46ESeaKnight

What shop did you use? MAC? I/we did our VW dyno day at MACAutosports in Parker/Denver. Seem to be ok people there.

friesm2000

iTrader: (4)

as a matter of fact yes lol

and when did you do that vw meet?, might have been willing to drive down; i am up in north denver towards boulder

but i also like that they don't seem to try and inflate the numbers at all, and try and get consistent numbers (and as funny as this is, hey actually remembered me some from last december

CH46ESeaKnight

I think it was back in mid 2006. They did seem to have consitant numbers with all our cars. On that trip my 1.8T made 225whp and 298wtq. We even had one member with a Duramax that put down 708HP and 1280tq! It was pretty sweet to see it go! I'll try to find the video. Here are two other cars from that day @ MAC. I was the camera guy for the video where Nate was spraying his FMIC. That run was the only 1.8T of the day to put more TQ then me. I think he hit 311WTQ on that run.

http://www.streetfire.net/videos/sea...?t=punkrider99

I was in Colorado Springs but had to move to Memphis for my job.

friesm2000

iTrader: (4)

i think they actually move into a new building a couple of years ago

as far as your torque, must of still had the kkk turbo on there then, those fuckers spool like no other, but absolutely run out of breath though up high (but yeah if you actual.ly look, i had more torque this time, then i actually had in horsepower last time

and memphis :shiver: cold as fuck, shit we had 49 degrees out tonight for the meet (and have not recieve really any sort of snow down here either, so far this year

CH46ESeaKnight

You know VAG! You know Edition719?

Yes, I took the K03s off and put on a K04-001 w/ TT225 injectors and tune. My down fall was the oem IC. I had pretty much everything else. Peak TQ came as early as 2900 rpm. I was peaking 25psi, holding 21 then tapered down around 5200 and up.

I'm really suprised how broad the TQ band is on your guys J32's. I thought there would be much much more slope to it.

I do have to say it is cold as shit right now. Also THE ONLY AND I SAY ONLY thing I like about Memphis over the Springs is the lack of 6000FT Elevation! Which = More Power!

friesm2000

iTrader: (4)

still a small as hell turbo, with awesome response, but yeah still chokes out at upper rpms

torque band; it is natually aspirated afterall, so a broad powerband, but yeah it is basically a flatline except for vtec engageing and such (but idk what that dip at 3800 is though, but something major; only thing i can think of it is vtec, then the upper dip is the manifold runner control)


and elevation wise, more boost, or more spray can always help make up for that

CH46ESeaKnight

The IMRC kicks in at 3800. thats what that dip is.

civicdrivr

iTrader: (9)

^

The dip at ~3800rpms is the IMRC and the dip at ~4800rpms is VTEC.

friesm2000

iTrader: (4)

i figure one or the other , and i don't know why i thought the imrc turned on alot later then that (something like 6k )

anyways that explains it then lol

edit, also imagine if that runner did not engage ever , with how fast the torque started to drop (or even if it ever stayed fully engaged, or how much less low end you would have...)

ParaSurfer1979

I remember when I had my 6spd you could actually feel the 2 surges from the seat of the pants. Just like prelude /GS-R with dual intake manifold.

civicdrivr

iTrader: (9)

Yep. Theres a nice little push when the IMRC opens. And I love the sound of the intake roar when VTEC engages. I just wish these motors were DOHC.

ParaSurfer1979

the tone change with an intake is about as loud as h22a/f20c. mmmmmmBAAAAAAA!!!!

StreetKA

iTrader: (8)

civicdrivr

iTrader: (9)

Oh, believe me I know. My intake is the size of a whales penis. It makes all sorts of noises.

StreetKA

iTrader: (8)

I think im gonna use my 4" short ram pretty soon.

AnthraciteTypeS

<---- wants a 6spd

friesm2000

iTrader: (4)

don't remind me

StreetKA

iTrader: (8)

what would be the advantage ? we still have 4 valves per cylinder but only on one camshaft. its lighter

CH46ESeaKnight

Then you would be able to adjust certain aspects of the cam timming. Like retarding your exhaust with out effecting the intake or vise versa, you could also put more valve overlap.

StreetKA

iTrader: (8)

but for some reason they made it SOHC... i think most important thing was weight... its pretty lightweight (250lbs) with DOHC it would be lil heavier

ParaSurfer1979

The latest J37 can adjust intake/exhaust. A 1st for a SOHC. It's in the mdx/rl/tl

CH46ESeaKnight

In what way does it adjust? In other words what is it adjusting? Lift?
Thats what Vtec has done for years.


These are the things I'm refering to when talking about adjustments with a DOHC.

Overlap is set in a SOHC, it can not be adjusted.

I'm no engineer but for the life of me I can't see how timming between the intake and exhaust valve (IE when the valves open and close in relation to each other)would be adjustable in a sohc.


What are you refering to in the J37, do you have a link to an article I could read? Id like to read about what you are refering to.

friesm2000

iTrader: (4)

tune ability is the key here (still is in the SOHC design, also, but gets real expensive real fast though, cause you basically have to buy a new cam each time, you want to adjust it

not a whole lot though, because you would not really need any lifters anymore, and just have the cam act directly onto the valve itself (minus a lifter bucket though)

it can be adjustable, but you be talking like a cam shaft/cam withen a shaft/cam though (with like the exhaust on one shaft and the other one for intake) but then you would be talking about $$$ though, which at times might just be cheaper to just buy multiple cams with different grinds/phasing


iirc the HYBRID accord had a V6 with i-VTEC, but idk the extent of exactly what it had though as far as controllability and such (but iirc it had it plastered on the valve cover though)(and even then i think it was more for the displacement on demand system then anything)
even then it was only like a J30 though, so nowhere close to a 3.7 liter displacement

CH46ESeaKnight

http://www.hondanews.com/channels/ac...-tl-powertrain

Ok after reading here I think Parasurfer is talking about J37 Vtec for both intake and exhaust valves on a sohc. I guess the J32a2 only has vtec on intake?

The things I said you could adjust with dohc are not the same adjustments that vtec deals with.

friesm2000

iTrader: (4)

something kinda like this CH46


if you look real closely, you can see how the lobes themselves are push onto the shaft itself (look at the grooves machined into the shaft itself at the base of the lobe) btw these are out of a ford modular engine (the 4.6 or 5.4)

friesm2000

iTrader: (4)

, but the aluminum cylinder liners (and btw most honda's except for the "real performance" ones, only have vtec on the intake, it's where you gain the most gains (exhaust side is mainly for that last bit of power)

civicdrivr

iTrader: (9)

Size and cost. The J series was originally in the Accord and they needed to keep the engine compact. This engine was also designed in the mid 90s, and DOHC wasn't a big priority for it at that time.

CH46ESeaKnight

Looks like your standard run of the mill hollow cam shaft to me.

ParaSurfer1979

Whats the difference then in this set-up? I wonder how they got it to do both valves...

You can use my name btw... Thats why its at the bottom...lol