Toronto Dyno Results 2008
#1
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Toronto Dyno Results 2008
Here it is. took me a while to play with the program to get the charts right LOL
ENJOY
ANDY - 2004 AT
HONDATA
EVERT - 2008 6MT
Injen CAI
CYPHER - 2004 A/T
Injen CAI - D/C Header - UR Pulleys - R/T Cat
TIN-TIN - 2004 A/T
DC Headers – Injen Intake - Fujitsubo exhaust – Hondata
CRAZYAZN – 2005 AT
Injen CAI - Fujitsubo exhaust – Comptech header – Magnaflow Cat – UR Pulleys – Ingalls ETD – Hondata
KiX - 2005 06MT -STOCK-
2K6TSX - 2006 06MT -STOCK-
CHUSON 2005 AT
Injen CAI - DC Header - Magnaflow HFC - Greddy SP2 - UR Pulleys - 06 IM/TB bored to 71mm port matched - P2R TB Gasket + TB Spacer bored to 71mm - P2R IM Gasket - BPi Velocity Stack + 6" K&N filter - SunAutoMobile Voltage Stabilizer + Grounding Kit
PHOMS - 2006 6MT
Injen CAI – Greddy SP2
PCDawg – 2004 AT
Comptech Icebox – DC Header – UR Pulleys – RT Cat
FABFIVE 2008 6MT
AEM SR Intake
TSXKEV - 2004 AT
Unknown mods
** Kevin's car was running without an O2 sensor so it was apparently running in limp mode
NON TSX DYNOS
KEVIN (G35)
PAUL (Mazdaspeed3)
OKERA (Toyota Celica GTS)
GABE (Toyota Yaris)
GOREN - 2002?? TL-S
ENJOY
ANDY - 2004 AT
HONDATA
EVERT - 2008 6MT
Injen CAI
CYPHER - 2004 A/T
Injen CAI - D/C Header - UR Pulleys - R/T Cat
TIN-TIN - 2004 A/T
DC Headers – Injen Intake - Fujitsubo exhaust – Hondata
CRAZYAZN – 2005 AT
Injen CAI - Fujitsubo exhaust – Comptech header – Magnaflow Cat – UR Pulleys – Ingalls ETD – Hondata
KiX - 2005 06MT -STOCK-
2K6TSX - 2006 06MT -STOCK-
CHUSON 2005 AT
Injen CAI - DC Header - Magnaflow HFC - Greddy SP2 - UR Pulleys - 06 IM/TB bored to 71mm port matched - P2R TB Gasket + TB Spacer bored to 71mm - P2R IM Gasket - BPi Velocity Stack + 6" K&N filter - SunAutoMobile Voltage Stabilizer + Grounding Kit
PHOMS - 2006 6MT
Injen CAI – Greddy SP2
PCDawg – 2004 AT
Comptech Icebox – DC Header – UR Pulleys – RT Cat
FABFIVE 2008 6MT
AEM SR Intake
TSXKEV - 2004 AT
Unknown mods
** Kevin's car was running without an O2 sensor so it was apparently running in limp mode
NON TSX DYNOS
KEVIN (G35)
PAUL (Mazdaspeed3)
OKERA (Toyota Celica GTS)
GABE (Toyota Yaris)
GOREN - 2002?? TL-S
Trending Topics
#8
Burning Brakes
Something doesn't look right with phoms dyno.
He has an 06 6MT with an intake and exhaust, yet he actually dynoed 12-13whp less than a stock 06 6MT??? Does anyone else find that bizzare?
He has an 06 6MT with an intake and exhaust, yet he actually dynoed 12-13whp less than a stock 06 6MT??? Does anyone else find that bizzare?
#13
Driver/Detailer
BTW, something is up with TIN-TIN's car. He's losing power when it switches cams. is he runnign 87 octane?!?!!?
#14
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one of the other guys car also had that down curve. If it really is from bad gas i'm running 93 but its bjs wholesale gas. Along with fuel cleaner 93 shell that day i ran the dyno.
Wondering why mine didn't have the same results.
Wondering why mine didn't have the same results.
#17
Burning Brakes
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wat kind of greddy exhaust does he have?? so bc of the exhaust he lost horsepower to the wheels? i thought the point of getting an exhaust was to free up pressure??
#19
T.DoT P.I.M.P. lol
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Dave TSX's dyno is right on track. He has 04 or 05 6MT w/ Injen + Exhaust, with 190K km on it. He has more whp/wtq than KiX (05 6MT). I'm not surprise if the 06 6MT dyno > Dave (Phoms) because FabFive 08 TSX 6MT hits 185whp/147wtq with only intake.
There's nothing wrong w/ the Greddy exhaust too, I think it helps the torque. At least whoever w/ an exhaust has a better torque curve than those who doesn't, look @ Phoms and Fabfive dyno again and you will see Dave (Phoms) torque curve > Fabfive.
#20
Burning Brakes
The description under phom's dyno graph said he had an 06 6MT, which was what confused me since I thought he should've been much closer to an 08 6MT with more or less the same mods (catbacks really don't add power). These graphs really illustrate how much more power the 06-08s have over the 04/05s, stock for stock.
And damn, 190k is alot of kms...
Last edited by DAYTA; 10-28-2008 at 10:00 AM.
#21
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Yea because when the 06 came out the hp used to be in STD so 200
STD for the 04-05
06 and on are now SAE which makes the 205 in sae about 215-220 in STD
someone posted a link about sae and std about 4% difference.
STD for the 04-05
06 and on are now SAE which makes the 205 in sae about 215-220 in STD
someone posted a link about sae and std about 4% difference.
#22
Burning Brakes
These days, it's not backpressure you need to maintain - it's exhaust velocity. Minimizing backpressure and maximizing exhaust velocity will yield the best gains.
Last edited by DAYTA; 10-28-2008 at 06:04 PM.
#23
Driver/Detailer
Actually, it is not backpressure that helps the engine produce power. It is exhaust gas velocity. It is very similar in that the exhaust gas velocity and the resistance to that flow velocity produces that backpressure. In order to produce exhaust gas velocity, you need an exhaust system that is not too big in diameter. Because velocity = flowrate / cross section area, the increase in cross section area causes a decrease in velocity for a set flowrate of gas. Low exhaust velocity causes decreased scavenging effect of the combustion chamber during the exhaust phase of the combustion cycle. It just happened to be that when you increased the cross section area and hence reduce the velocity, that backpressure is also reduced because there is less resistance to flow.
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I find it bizarre. I cant understand why newer models show such huge HP #'s and why mods dont add anything... Has anyone got cams yet?
#26
T.DoT P.I.M.P. lol
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Actually, it is not backpressure that helps the engine produce power. It is exhaust gas velocity. It is very similar in that the exhaust gas velocity and the resistance to that flow velocity produces that backpressure. In order to produce exhaust gas velocity, you need an exhaust system that is not too big in diameter. Because velocity = flowrate / cross section area, the increase in cross section area causes a decrease in velocity for a set flowrate of gas. Low exhaust velocity causes decreased scavenging effect of the combustion chamber during the exhaust phase of the combustion cycle. It just happened to be that when you increased the cross section area and hence reduce the velocity, that backpressure is also reduced because there is less resistance to flow.
Hence the Greddy exhaust diameter is 2.25 w/ the exception of cross section (or @ the end near the muffler) has narrow it down to 1.75".
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