Hy Tech Exhaust full set-up
06-29-2006, 02:32 AM
#1
Instructor
Thread Starter
Join Date: Sep 2003
Location: SoCal
Age: 45
Posts: 142
Likes: 0
Received 0 Likes
on
0 Posts
Hy Tech Exhaust full set-up
Hows it goin boys and girls,
Haven't posted in a while, so now its time to share my new set-up w/ my fellow tsx brethren. I've had this on my car for about 3 weeks now and am lovin every minute of it:
Hy Tech header/hi-flow cat/cat-back exhaust system
- Race header w/ patented anti-reversion chambers
- Renault hi-flow catalytic converter placed approx. 40cm further back
- 2.5 inch straight through cat-back exhaust
This the prototype/ first production model for the TSX. Here are some pics John took at the shop:
Dyno at Church Automotive:
Peak horsepower: 208.4
Peak torque: 180.6
Outside temp: 74 F
SAE corrected
4th gear roll on
Mods:
-04 6mt reflash
-Comptech Icebox
Haven't posted in a while, so now its time to share my new set-up w/ my fellow tsx brethren. I've had this on my car for about 3 weeks now and am lovin every minute of it:
Hy Tech header/hi-flow cat/cat-back exhaust system
- Race header w/ patented anti-reversion chambers
- Renault hi-flow catalytic converter placed approx. 40cm further back
- 2.5 inch straight through cat-back exhaust
This the prototype/ first production model for the TSX. Here are some pics John took at the shop:
Dyno at Church Automotive:
Peak horsepower: 208.4
Peak torque: 180.6
Outside temp: 74 F
SAE corrected
4th gear roll on
Mods:
-04 6mt reflash
-Comptech Icebox
06-29-2006, 02:38 AM
#2
Instructor
Thread Starter
Join Date: Sep 2003
Location: SoCal
Age: 45
Posts: 142
Likes: 0
Received 0 Likes
on
0 Posts
As you can see, its running pretty lean. According to Shawn at Church Automotive, with some tuning I'll easily hit 220-225 hp, 190 ft-lbs. Just gotta wait for Doug at Hondata to get back from vacation...
06-29-2006, 08:20 AM
#7
Photography Nerd
The quality looks great, but I was kind of expecting a little more performance. 
Perhaps it needs a custom tune to take advantage of the better breathing.
Perhaps it needs a custom tune to take advantage of the better breathing.
Trending Topics
06-29-2006, 08:33 AM
#8
Originally Posted by Dan Martin
The quality looks great, but I was kind of expecting a little more performance. Perhaps it needs a custom tune to take advantage of the better breathing.
Perhaps it needs a custom tune to take advantage of the better breathing.
Wonder if a fuel map from the 06 Hondata reflash might do the trick here?
And what's with the double-walled tailpipes? Is there a functional reason for that or is it purely aesthetics?
06-29-2006, 08:59 AM
#9
Suzuka Master
Join Date: Jul 2003
Location: Cincinnati, OH
Age: 48
Posts: 7,594
Likes: 0
Received 4 Likes
on
3 Posts
Originally Posted by CGTSX2004
And what's with the double-walled tailpipes? Is there a functional reason for that or is it purely aesthetics?
I don't think I know what the purpose of double walled tips are. My assumption, based on my Comptech cat back, is for resonance.
06-29-2006, 09:26 AM
#11
Someone stole "My Garage"
Originally Posted by s001y
Nice set up and this is for the 2.4 block? The header length seems so. Is the power at crank or at wheels? nice work...
06-29-2006, 09:40 AM
#13
Bye TSX, hello domestic?
Join Date: Jan 2004
Location: NOVA
Age: 42
Posts: 8,552
Likes: 0
Received 0 Likes
on
0 Posts
nice setup, I hope a custom mapping from hondata does smooth that out some, it seems gain a good amount of torque down low, but lose some after vtec kicks in
06-29-2006, 10:25 AM
#14
Nice primaries. Shaang - John didn't use twin loop exhaust?
06-29-2006, 11:52 AM
#17
Rep'n Taxbrain.com
Join Date: Aug 2004
Location: N. Cali-forn-i-a
Age: 44
Posts: 7,075
Likes: 0
Received 3 Likes
on
3 Posts
Great looking system 
I'm sure a good tune will help the numbers quite a bit. Doug runs the Hytech setup himself so I believe he already has a tune created for it.
Keep us posted!
I'm sure a good tune will help the numbers quite a bit. Doug runs the Hytech setup himself so I believe he already has a tune created for it.
Keep us posted!
06-29-2006, 12:27 PM
#21
A DiRTBAG decal on my
Join Date: Jul 2005
Location: Westside - SoCal
Posts: 886
Likes: 0
Received 0 Likes
on
0 Posts
So you are the one!!!!! You lucky _________
I was wondering if the car John had been refering to belong to anyone here on the boards.
I should have mine once John receives the resonators and mufflers
I was wondering if the car John had been refering to belong to anyone here on the boards.
I should have mine once John receives the resonators and mufflers
06-29-2006, 12:28 PM
#22
Instructor
Thread Starter
Join Date: Sep 2003
Location: SoCal
Age: 45
Posts: 142
Likes: 0
Received 0 Likes
on
0 Posts
The hp numbers you see here are SAE corrected power at the hubs as measured on Church's Dynapack, even thou it says flywheel on the graphs. This is the same dyno all the hondata testing was done on to develop the reflashes that we all use.
There is a slight loss between 5000- 6200lbs, but it looks exagerrated due to the graph's 'range' on the X axis. There's only a 11 ft/lb fifference between 5000-6200 rpm. 90% of peak torque is still available from 3300rpm to 6700rpm.
It's double walled to prevent the outer wall from discoloring due to heat.
I have the progress RSB already installed in these pics. Never have CEL's/rattles/clearance issues.
As far as engine related mods, only 04 6mt reflash and icebox.
There is a slight loss between 5000- 6200lbs, but it looks exagerrated due to the graph's 'range' on the X axis. There's only a 11 ft/lb fifference between 5000-6200 rpm. 90% of peak torque is still available from 3300rpm to 6700rpm.
It's double walled to prevent the outer wall from discoloring due to heat.
I have the progress RSB already installed in these pics. Never have CEL's/rattles/clearance issues.
As far as engine related mods, only 04 6mt reflash and icebox.
06-29-2006, 12:34 PM
#23
Instructor
Thread Starter
Join Date: Sep 2003
Location: SoCal
Age: 45
Posts: 142
Likes: 0
Received 0 Likes
on
0 Posts
Yeah TSX 2345- I'm the one.
I gave JOhn my deposit back in Sept. of 05 and finally he was able to get me in- however I 'lent' him the car for 2.5 weeks to make the full system. They also built jigs off of this one for future tsx customers so he can make more without needing another car in the shop.
Price- Anyone interested needs to contact John at Hy Tech on pricing.
I gave JOhn my deposit back in Sept. of 05 and finally he was able to get me in- however I 'lent' him the car for 2.5 weeks to make the full system. They also built jigs off of this one for future tsx customers so he can make more without needing another car in the shop.
Price- Anyone interested needs to contact John at Hy Tech on pricing.
06-29-2006, 12:36 PM
#24
Instructor
Thread Starter
Join Date: Sep 2003
Location: SoCal
Age: 45
Posts: 142
Likes: 0
Received 0 Likes
on
0 Posts
I'll try to post sound clips if I have soe time....
Best way to describe it- VERY throaty raw free-flowing sound. It screams when VTEC kicks at 5000 rpm.
Best way to describe it- VERY throaty raw free-flowing sound. It screams when VTEC kicks at 5000 rpm.
06-29-2006, 12:46 PM
#27
Instructor
Thread Starter
Join Date: Sep 2003
Location: SoCal
Age: 45
Posts: 142
Likes: 0
Received 0 Likes
on
0 Posts
If any socal members wanna see this set-up in person, send me a PM- I'm located in the San Fernando valley. I'll arrange a 'mini-meet' and you guys can check it out.
06-29-2006, 12:47 PM
#28
A DiRTBAG decal on my
Join Date: Jul 2005
Location: Westside - SoCal
Posts: 886
Likes: 0
Received 0 Likes
on
0 Posts
Shaang, John sent me pictures of your car recently, which I posted on another thread. Don't worry I blocked out your plate.
Greg @ HyTech mentioned you were concered about the noise level so they customized it to your liking. Doug @ Hondata has one too, when I had my reflash done he was messing around on a dyno it didn't seem that loud. I do know that yours is different then Doug's not sure what the differences are, at least thats what I am told from John.
How are you liking it so far? I hope to have mine soon
Greg @ HyTech mentioned you were concered about the noise level so they customized it to your liking. Doug @ Hondata has one too, when I had my reflash done he was messing around on a dyno it didn't seem that loud. I do know that yours is different then Doug's not sure what the differences are, at least thats what I am told from John.
How are you liking it so far? I hope to have mine soon
06-29-2006, 12:51 PM
#30
A DiRTBAG decal on my
Join Date: Jul 2005
Location: Westside - SoCal
Posts: 886
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by jiggaman
can we get the header alone? would that be worthwhile? i have comptech headers and they cause rattles at idle which piss me off
You can get ONLY the header, but at the moment there is no exahust to bolt it up to, nor is it set-up for that. This comes from John
Besides it is meant to be utilized as a system to together.
06-29-2006, 01:37 PM
#34
Bye TSX, hello domestic?
Join Date: Jan 2004
Location: NOVA
Age: 42
Posts: 8,552
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by jiggaman
can we get the header alone? would that be worthwhile? i have comptech headers and they cause rattles at idle which piss me off
06-29-2006, 01:44 PM
#35
Instructor
Thread Starter
Join Date: Sep 2003
Location: SoCal
Age: 45
Posts: 142
Likes: 0
Received 0 Likes
on
0 Posts
Like I said earlier, no extra vibration anytime, whether at idle or when the A/c is on.
If you guys haven't noticed, there's no flex pipe in the header like all other aftermarket headers, including the toda... this is because the Hy Tech system uses a flex donut where the header meets the cat. Also, on the header where the primaries meet the collector AND after the Y split right before each muffler there are 'slip-overs' that are held together by small springs to allow the system to flex under high engine torquing. You can see them in one of the pics of the header.
If you guys haven't noticed, there's no flex pipe in the header like all other aftermarket headers, including the toda... this is because the Hy Tech system uses a flex donut where the header meets the cat. Also, on the header where the primaries meet the collector AND after the Y split right before each muffler there are 'slip-overs' that are held together by small springs to allow the system to flex under high engine torquing. You can see them in one of the pics of the header.
06-29-2006, 02:07 PM
#39
Instructor
Thread Starter
Join Date: Sep 2003
Location: SoCal
Age: 45
Posts: 142
Likes: 0
Received 0 Likes
on
0 Posts
Yeah, kinda like on the comptech supercharger kits. According to John, he'll work with Hondata on one for this set-up once Doug gets back from vacation.
06-29-2006, 06:47 PM
#40
VSA Rocks
Join Date: May 2005
Posts: 1,410
Likes: 0
Received 0 Likes
on
0 Posts
I think John posts on clubrsx.com:
http://forums.clubrsx.com/showthread.php?t=378102
Is it possible to check if John has a similar setup in the works for the TSX? A full exhaust, cams, springs, retainers, intake manifold, and reflash setup would probaly produce even more on the K24A2 than on the RSX engines. Unfortunately for us, we have 6 different ECU's to mess around with. 
That probaly kills any development project, but who knows. It's worth asking about.
btw - I haven't seen headers that beautiful since seeing the new Buddy Club racing headers for the K20A's.
http://forums.clubrsx.com/showthread.php?t=378102
Well after many years we have finally gotten around to offering cams for all the K series engines
We have 6 different exhaust cams and 7 different intake cams. Now why would we need to have so many different grinds. The simple answer is there are so many different engine combinations that one or two or even three different profiles are not enough to cover the vast array of bore, strokes and induction systems.
So we took the time to work on the profiles for as many combinations as we think we needed. We have covered the range from stock compression and induction and non ported head to big bore long stroke and ITB's. From our experience over the years working with some of the spec racing series. The cam selection became very precise and we could put the rpm band where we wanted it. We weren't concerned with the top end power but the area where the power needed to be. Sure we have cams that will make big power on the top end but at small sacrifice to the and mid range.
Our goal has been to offer a wide selection of cams to cover most of the popular combinations. I'm sure most will want to know how they compare to cams already out in the market. The only answer is, I don't know. We have been working on these cams for many years to get the important stuff like,
valve acceleration, velocity and jerk. These are the three most important things we look at in cam design. The lift and duration are secondary. If the acceleration, jerk or velocity get out of hand the the valve train will eventually fail or cause excessive wear. We have been running these cam profiles for a log time to make sure we had the best design possible with out causing undo harm to the engine.
The cost of a set of cams, springs, retainers is 1,299.00. You just tell us the combination you are running or want to achieve and we can recommend the proper profiles for you. We also have our spec I kit available for sale next month. It consists of cams, springs, Ti retainers, new intake manifold, and header with either a flash or K pro program. On the engine dyno it has produced a 50 horsepower flywheel gain. We will have some chassis dyno numbers next month as well. This kit will be 3,199.00.
Spec II and III are also available which add cylinder head porting, rods, pistons and a variety of induction choices. These are custom built engines and prices are quoted for each application. The motor sizes range from 2 liter to 2.5 liter with good with specific rod ratio's depending on the application.
Most of the parts are built in house the exception are the rods, piston blanks (we do the final machining) the cams and crank stroking (we do the profiling).
Over the next few months we will be releasing engine data and specific combinations that we have been working on. We are also getting ready to do the rod ratio test that Wiseco, Carrillo and HyTech will be involved in. This article will show the latest Wiseco piston design that can handle high cylinder wall loading that short rods cause and its effect on torque and power. It should be interesting results.
We can be contacted at hitechexhst@earthlink.net or (949) 581-2181
We have 6 different exhaust cams and 7 different intake cams. Now why would we need to have so many different grinds. The simple answer is there are so many different engine combinations that one or two or even three different profiles are not enough to cover the vast array of bore, strokes and induction systems.
So we took the time to work on the profiles for as many combinations as we think we needed. We have covered the range from stock compression and induction and non ported head to big bore long stroke and ITB's. From our experience over the years working with some of the spec racing series. The cam selection became very precise and we could put the rpm band where we wanted it. We weren't concerned with the top end power but the area where the power needed to be. Sure we have cams that will make big power on the top end but at small sacrifice to the and mid range.
Our goal has been to offer a wide selection of cams to cover most of the popular combinations. I'm sure most will want to know how they compare to cams already out in the market. The only answer is, I don't know. We have been working on these cams for many years to get the important stuff like,
valve acceleration, velocity and jerk. These are the three most important things we look at in cam design. The lift and duration are secondary. If the acceleration, jerk or velocity get out of hand the the valve train will eventually fail or cause excessive wear. We have been running these cam profiles for a log time to make sure we had the best design possible with out causing undo harm to the engine.
The cost of a set of cams, springs, retainers is 1,299.00. You just tell us the combination you are running or want to achieve and we can recommend the proper profiles for you. We also have our spec I kit available for sale next month. It consists of cams, springs, Ti retainers, new intake manifold, and header with either a flash or K pro program. On the engine dyno it has produced a 50 horsepower flywheel gain. We will have some chassis dyno numbers next month as well. This kit will be 3,199.00.
Spec II and III are also available which add cylinder head porting, rods, pistons and a variety of induction choices. These are custom built engines and prices are quoted for each application. The motor sizes range from 2 liter to 2.5 liter with good with specific rod ratio's depending on the application.
Most of the parts are built in house the exception are the rods, piston blanks (we do the final machining) the cams and crank stroking (we do the profiling).
Over the next few months we will be releasing engine data and specific combinations that we have been working on. We are also getting ready to do the rod ratio test that Wiseco, Carrillo and HyTech will be involved in. This article will show the latest Wiseco piston design that can handle high cylinder wall loading that short rods cause and its effect on torque and power. It should be interesting results.
We can be contacted at hitechexhst@earthlink.net or (949) 581-2181
That probaly kills any development project, but who knows. It's worth asking about.btw - I haven't seen headers that beautiful since seeing the new Buddy Club racing headers for the K20A's.