tag:blogger.com,1999:blog-19606058189373150242024-02-18T19:43:19.952-08:00BT WriteupsBT Newshttp://www.blogger.com/profile/15295583826070652947noreply@blogger.comBlogger7125tag:blogger.com,1999:blog-1960605818937315024.post-88690574071894904482022-06-01T19:45:00.001-07:002022-10-11T09:55:33.344-07:00FAQ's // Preparations Before Your Dyno<span style="font-size: large;"><br /></span>
<span style="font-size: large;"><br /></span>
<span style="font-size: large;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBle2hOx1s0QbKRfG-lZ_fLcdAfYGou7QNZHWK19n53MNeNuAFj9UqqqeXkYMlIwbIko15KOJgwG53_fYXA2q9p1mZ4PzhB06a99CtSyMD7CKwwMOn22eMmvMKmy5kMT-JakpsLszi0byt/s1600-h/601980541_vWSbk-M.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5371512545472936658" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBle2hOx1s0QbKRfG-lZ_fLcdAfYGou7QNZHWK19n53MNeNuAFj9UqqqeXkYMlIwbIko15KOJgwG53_fYXA2q9p1mZ4PzhB06a99CtSyMD7CKwwMOn22eMmvMKmy5kMT-JakpsLszi0byt/s1600/601980541_vWSbk-M.jpg" style="display: block; margin: 0px auto 10px; text-align: center;" /></a></span> <br />
<span style="font-size: large;">Warning: Tuning devices mentioned here may not be legal for sale or use in California on any pollution controlled motor vehicles. Please see <a href="http://www.semasan.com/emissions">http://www.semasan.com/emissions</a> for state by state emissions requirements.</span><br />
<span style="font-size: large;"><br /></span>
<span style="font-size: large;"><br /></span>
<br />
<div>
<span style="font-size: large;">In some cases, you might have reservations to dyno your vehicle due to reasons like <i>"..but my engine is stock"</i> or <i>"...it doesn't need tuning, the guy I bought it from said he just had it tuned"</i> or <i>"it has a chip in it, but I don't know what kinda chip".</i> We find the most common reason why people feel reserved is because they lack relevant knowledge and information about engine computer calibration.</span><br />
<a name='more'></a><span style="font-size: large;"><br /></span>
<span style="font-size: large;"><br /></span>
<span style="font-size: large;">I hope you find our write-up informational so that your next visit to the dyno will be a rewarding and pleasant experience.</span><br />
<span style="font-size: large;"><i>-Jei Chang</i></span><br />
<span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><u><span style="font-size: large;"><b>FIRST THING'S FIRST... FAQ's:</b></span></u> </span></span></div><span style="color: #ffe599;">
</span><div><span style="color: #ffe599;">
<span><br /></span>
</span><span style="font-size: large;"><b><span style="color: #ffe599;"><span><i>What's the purpose of dynotuning?</i></span></span> </b></span><br />
<span style="font-size: large;">It's to ensure your engine's tune is properly and safely optimized for efficiency and as a result, yields power. Dynotuning helps determine if the bolt-on parts added to your engine actually improves air flow in and out of the engine. So, whether you're looking for power increases and/or fuel economy, the dyno is ultimately a tuning tool that helps us achieve just that. Our tuning encompasses the configuration and optimization of starting, idle, part throttle as well as wide open throttle.</span><br />
<span style="color: #ffe599;"><span style="font-size: large;"><br /></span>
<span><span style="font-size: large;"><b><i>I can tune for better gas mileage?</i></b></span></span></span><br />
<span style="font-size: large;">Yes, with today's computer controlled electronic fuel injection, all it takes is a programmable computer combined with the steady state, part throttle load capability on our Dynapack 3000. On four cylinder Honda engines, we have typically seen a 5-10% mpg fuel savings on street and/or highway. Some extreme cases, we've seen more! Engine computers today are capable of adding or subtracting fuel to meet a set air-to-fuel ratio target. Instead of having a factory tolerance of say +/- 50% adjustment, we're able to optimize the fuel map so that you're at about +/- 5% within target. The less time it takes for the engine computer to have to work at fuel trim, the better the engine runs, uses less fuel and the performance results are consistent and repeatable.</span><br />
<span style="color: #ffe599;"><span><span style="font-size: large;"><br /></span>
<span style="font-size: large;"><b><i>My car is stock..will I see gains?</i></b></span></span></span> </div>
<div><span style="font-size: large;">All OEM production vehicles are tuned conservatively from the factory for the most part with exception to a few performance oriented models. If you have a device that can alter fuel, timing, cam timing or cam lift, YES you will likely see mesurable gains.</span><br />
<span style="color: #ffe599;"><span style="font-size: large;"><br /></span>
<span><span style="font-size: large;"><b><i>What's the purpose of doing a baseline dyno?</i></b></span></span></span><br />
<span style="font-size: large;">It's to get base numbers. We save your data file which plots a horsepower graph, torque graph, air/fuel ratio, boost/vacuum, ambient temperatures/humidity as well as acceleration measured in g's. This data can be used to compare against new data results from new modifications. Now you have the resources to measure the results of your new modification spend. </span></div><div><span style="font-size: large;"> </span><span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><span style="font-size: large;"><b><i>I got dyno'd over there at ShopX, and now here at BlackTrax. Can I compare these graphs?</i></b></span></span></span><br />
<span style="font-size: large;">It is not recommended as different dynos even of the same manufacturer can show varying results. We always recommend going back to the same dyno to get the most accurate comparisons, but we won't turn you away if you choose to use BT from this point forth!</span><br />
<span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><span style="font-size: large;"><b><i>My car was tuned at ShopX, and now I want BlackTrax to tune it. How long will it take?</i></b></span></span></span><br />
<span style="font-size: large;">This depends on two factors: 1) your application 2) the level of time and effort put into the original tune by that particular tuner. Custom engine calibrations for a custom built engine will obviously require more time and effort than an engine with intake, header and exhaust modifications. Our tuner will may download the previous map from the ecu and carefully evaluate it. The decision to work off the existing map or to start from scratch is left to the experienced tuner. There's always room to improve the tune.</span><br />
<span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><span style="font-size: large;"><b><i>I don't want to risk damaging my new engine. Can I break-in my new engine on the dyno?</i></b></span></span></span><br />
<span style="font-size: large;">Yes, on newly built engines we recommend to have the engine start, warm up and idle at our facility, simultaneously monitoring all sensors and making necessary edits to the software to allow the engine to idle independently and break in properly. We can provide an oil change after heat cycling as well. Thereafter, we apply light load with Dynapack's steady state part throttle load to build a solid basemap. This process is critical for proper piston ring seal. Fact from Dodge: Every Hemi engine receives 42 minutes on the engine dyno for loads up to 90% at 5200rpm before they are installed into the various cars and shipped to dealerships.</span><br />
<span style="color: #ffe599;"><span style="font-size: large;"><br /></span>
<span><span style="font-size: large;"><b><i>What about race engines? Do you have to put 500miles on it before racing?</i></b></span></span></span><br />
<span style="font-size: large;">In all honesty, no. The 500 mile recommendation is a generalization commonly used by shops to "keep it cool" for a while. The owner of the car should drive conservatively during this period of time and monitor engine health, monitor fluid levels and identify any abnormal noises or symptoms. On race cars, EVERYTHING is performed on the dyno from cold start to wide open throttle. Race cars leave the dyno, race ready for competitive racing events. The clutch is also bedded in and ready for use. BlackTrax offers track side tuning support for professional and semi-pro racing teams.</span><br />
<span style="font-size: large;"><br /></span>
<span style="font-size: large;"><br /></span>
<br />
<div class="separator" style="clear: both; text-align: center;">
<span style="font-size: large;"><iframe allowfullscreen="" class="YOUTUBE-iframe-video" data-thumbnail-src="https://i.ytimg.com/vi/26hZfl8R_is/0.jpg" frameborder="0" height="532" src="https://www.youtube.com/embed/26hZfl8R_is?feature=player_embedded" width="640"></iframe></span></div>
<span style="font-size: large;"><br /></span>
<br />
<span style="color: #ffe599;"><span style="font-size: large;"><span><span style="font-size: large;"><b><i>How do your dyno rates work?</i></b></span></span></span></span><br />
<span style="font-size: large;">We
offer flat rate on many of the common standalone ECU systems. Hourly
rate is offered should flat rate hours be exceeded. Hourly rate is
offered to return clientele only. </span><br />
<br />
<span style="font-size: large;">The
industry standard for dyno tuning is billed by the hour (not by half
hour or by minute). What this means is, if your car is on the dyno at
6pm and off by 6:45pm, you incur 1hr of dyno labor. If your dyno time
extends past one full hour, you have gone into the second billed hour.
To make the most of your remaining time, BlackTrax technicians will make
recommendations of alternative, proven tuning tips (aside from software
editing) that we can try. Upon request, we can notify you when the next
hour is coming around. </span><br />
<span style="color: white;"><span style="font-size: large;"><br /></span>
</span><br />
<span style="font-size: large;"><span style="color: #ffe599;"><b><span>-Tuning Normal Aspirated Engines: $600-800 Flat Rate</span></b></span><br />(Covers up to 3-4hrs of dyno time. Additional time required to complete the tune is billed at the hourly rate of $220/hr)<br /><br /><span style="color: #2b00fe;"><br /><span style="color: #ffe599;"><b><span>-Tuning Forced Induction Engines: $1000-1200 Flat Rate </span></b></span></span><br />(Covers up to 5-6hrs of dyno time. Additional time required to complete the tune is billed at the hourly rate of $220/hr)</span><br />
<span style="font-size: large;"><br /></span>
<br />
<span style="font-size: large;"><span style="font-size: large;"><b><span style="color: cyan;"><span style="color: #ffe599;"> -Tuning Unique Custom Engines & Engine Management Systems </span> </span></b></span></span><br />
<span style="font-size: large;">(Please <a href="mailto:info@blacktrax.net" target="_blank">contact us</a> to inquire)</span><span style="color: cyan;"><span style="font-size: large;"><b><i> </i></b></span></span><br />
<span style="font-size: large;"></span><br />
<span style="color: #ffe599;"><span style="font-size: large;"><br /><b><span> -Return Customers for Touch-up or Additional Mods Tuning: $220/hr</span> </b></span></span><br />
<span style="font-size: large;">(2hr minimum requirement)</span><span style="color: cyan;"><span style="font-size: large;"><b><i> </i></b></span></span><br />
<span style="color: #ffe599;"><br />
<br />
<span><span style="font-size: large;"><b><i>How do I make an appointment?</i></b></span></span></span><br />
<span style="font-size: large;">BlackTrax Performance prefers to have appointments be made by email. We recommend before you make your dyno appointment, to please go over the following checklist to save both of us time. Let's try not use up your dyno time by fixing little problems.</span><br />
<span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><span style="font-size: large;"><b>CHECKLIST:</b></span></span><br />
<br />
<span><span style="font-size: large;"><b>1) Arrive On Time</b></span></span></span><br />
<span style="font-size: large;">Please try to arrive ON TIME. A good measure would be to arrive at least 10-15 min early. Trailered vehicles should consider arriving earlier. We have and will turn away customers for tardiness and/or time constraints so please be on time.</span><br />
<span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><span style="font-size: large;"><b>2) Wheel Lock Keys & Requirements</b></span></span></span><br />
<span style="font-size: large;">Please be sure to bring your wheel lock key(s) as it is required to remove the drive wheels for the Dynapack Dyno. Rear wheel drive vehicles must have adequate clearance for floor jack, diff access i.e no rear diffusers.</span><br />
<span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><span style="font-size: large;"><b>3) Electronic Devices/Controllers</b></span></span></span><br />
<span style="font-size: large;">Electronic Devices include fuel controllers, piggyback systems, AFM or MAF delete devices, boost or timing controllers. Make sure your electronic devices are connected and working properly. Please also make your communication cables is accessible for the tuner (i.e. USB or Serial cables).</span><br />
<span style="color: #2b00fe;"><span style="font-size: large;"><br /></span>
</span><span style="font-size: large;"><b><span style="color: #ffe599;"><span>4) Fuel</span></span> </b></span><br />
<span style="font-size: large;">Bring the vehicle with the fuel topped off. It is extremely important to run high quality gas 91 octane or higher depending on your what your setup requires. BlackTrax offers tuning of race fuels and alternative fuels such as Methanol, E85 and E100 ethanol. Flex-Fuel tuning is also available.</span><br />
<span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><span style="font-size: large;"><b>5) Operating Conditions</b></span></span></span><br />
<span style="font-size: large;">How is the car running? Are there any significant issues we should be aware of? Please let us know before your appointment.</span><br />
<span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><span style="font-size: large;"><b>6) Visual Inspection</b></span></span></span><br />
<span style="font-size: large;">Look under the hood and check that all wiring connections are fine. Check coolant and vacuum lines for leaks. Make sure you don’t have any surprising check engine lights that may hinder your ECU or engine performance. Check all your fluid levels and top off if needed. It’s a good idea to do an oil change before dyno tuning. Nut and bolt check the engine, drivetrain and suspension.</span><br />
<span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><span style="font-size: large;"><b>7) Plugs</b></span></span></span><br />
<span style="font-size: large;"><br /></span>
<span style="font-size: large;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8zWNVup-7S1OoH1cu4xBGq4QrZz073sE1utLLy5SO0B56UwaSQfQqfkXVwnFoRrdgDOBFMiDBEkQ5oduYuJEnIZajIFoDIXytKm-FNN5iRkF83_JuN0F23OaBol-l34qlWB9mMS8FSVuN/s1600/pluggap.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="1500" data-original-width="970" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8zWNVup-7S1OoH1cu4xBGq4QrZz073sE1utLLy5SO0B56UwaSQfQqfkXVwnFoRrdgDOBFMiDBEkQ5oduYuJEnIZajIFoDIXytKm-FNN5iRkF83_JuN0F23OaBol-l34qlWB9mMS8FSVuN/s200/pluggap.jpg" width="128" /></a><b> </b></span><br />
<span style="font-size: large;"><br /></span>
<br />
<span style="font-size: large;">Spark plugs are cheap. If you have over 30k miles on your plugs, it’s a good idea to change them before tuning. Please make sure they’re gapped before installation. We can provide new plugs before your dyno session, however the install will cut into your dyno time. Please call a day or two in advance to place your spark plug order so we can have them waiting for you on your dyno day.</span><br />
<div class="separator" style="clear: both; text-align: center;">
<span style="font-size: large;"><br /></span></div>
<span style="color: #ffe599;"><span style="font-size: large;"><br /></span>
<span><span style="font-size: large;"><u>Common Plug Gaps:</u></span></span></span><br />
<span style="font-size: large;">Forced Induction Plug Gaps (0.026”-0.028”)</span><br />
<span style="font-size: large;">Normally Aspirated Plug Gaps (0.030-0.035)</span><br />
<span style="font-size: large;"><br /></span>
<span style="font-size: large;"><u><span style="color: cyan;"><span style="color: #ffe599;">Colder Heat Range Plugs Commonly Used on 4cyl Japanese</span> </span></u>Engines:</span><br />
<span style="font-size: large;">NGK Copper - BCPR7ES </span></div>
<div>
<span style="font-size: large;">NGK Iridium - BKR7EIX</span><br />
<span style="font-size: large;">ND Iridium - IK22 = 7 heat range</span><br />
<span style="font-size: large;">NGK Iridium - BKR8EIX</span><br />
<span style="font-size: large;">ND Iridium - IK24 = 8 heat range</span><br />
<span style="font-size: large;">NGK Iridium - BKR9EIX </span><br />
<span style="font-size: large;">ND Iridium - IK26 = 9 heat range</span><br />
<span style="color: #ffe599;"><span style="font-size: large;"><br /></span>
<span><span style="font-size: large;"><b>8) Intake and Intercooler Piping</b></span></span></span><br />
<span style="font-size: large;">Clean your air filter: Often overlooked, clogged or poor flowing filters are one of the most common root causes of low horsepower. We recommend high quality element air filters. Most knock off brands have resulted in loss of power due to flow restrictions caused by inferior filter elements used. Forced induction setups should inspect all intake piping and intercooler piping connections. Make sure clamps are tight and welds are complete. Please also make sure your pipe connectors are not dry or cracked. We recommend 3-4 ply high temp silicone connectors because of their high heat resistance and flexibility properties. Vanjen clamps are a stronger form of connecting pipes commonly used in professional competition vehicles.</span><br />
<span style="font-size: large;"><br /></span>
<span style="color: #ffe599;"><span><span style="font-size: large;"><b>9) Exhaust System</b></span></span></span><br />
<span style="font-size: large;">Inspect the exhaust system for leaks and dents. Leaks and dents create flow restriction, resulting in loss of power. On turbocharged setups, wastegate and exhaust manifold leaks will not spool the turbo effectively, resulting in unstable boost levels. It is not recommended to change your exhaust configuration after custom tuning. Engines tuned with a full exhaust system may operate leaner when removed. If the exhaust configuration has changed after the tune, we highly recommend a revisit for a touch-up tune.</span><br />
<span style="color: #ffe599;"><span style="font-size: large;"><br /></span>
<span><span style="font-size: large;"><b>10) Fluid Leaks</b></span></span></span><br />
<span style="font-size: large;">Please check for fuel, coolant or misc oil leaks. Due to the obvious potential risks, BlackTrax may refuse to dyno a vehicle if it has signs of fluid leaks. The technician and/or tuner reserves the right to make this decision.</span><br />
<span style="color: #ffe599;"><span style="font-size: large;"><br /></span>
<span><span style="font-size: large;"><b>A WORD FROM BT</b></span></span></span><br />
<span style="font-size: large;">Our goal is to provide you with a safe, exciting and rewarding experience with your tuned ride. PLEASE try your best to refrain from excessive communication with the tuner. Ultimately, this may impact your tuning time and may potentially promote errors. Your tuner will provide you with an overview of your session after the completion of the tune, and provide you with comments, tips and advice.</span><br />
<span style="font-size: large;"><br /></span>
<span style="font-size: large;">To book an appointment, please <a href="https://www.blacktrax.net/contact" target="_blank">Contact Us</a>.</span><br />
<span style="font-size: large;"><br /></span>
<span style="font-size: large;">Thanks for taking the time to read this and we hope to see you soon!</span></div>
<span style="font-size: large;"><br /></span>
<br />
<div class="separator" style="clear: both; text-align: center;">
<span style="font-size: large;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjjiQ_PE-LLx9oAxlrbyMo7hw_r6Yh2GEPK9irzyBiomo_cB89l3hR3xnaCb6vBDHrPkb6xlqSIrfnmA57nhvZAOAPrWlbyOZmBKSZpSFEgP8Coc3V7ahBe2RDO0nOB7Ewembebnfdwuspu/s1600/1.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjjiQ_PE-LLx9oAxlrbyMo7hw_r6Yh2GEPK9irzyBiomo_cB89l3hR3xnaCb6vBDHrPkb6xlqSIrfnmA57nhvZAOAPrWlbyOZmBKSZpSFEgP8Coc3V7ahBe2RDO0nOB7Ewembebnfdwuspu/s640/1.jpg" width="640" /></a></span></div>
<span style="font-size: large;"><br /></span>BT Newshttp://www.blogger.com/profile/15295583826070652947noreply@blogger.comFremont, CA, USA37.5485396 -121.9885839.2383057638211525 -157.144833 65.858773436178836 -86.832333tag:blogger.com,1999:blog-1960605818937315024.post-49509934399362763712012-01-03T21:30:00.000-08:002012-01-04T15:20:40.673-08:00Dyno Page: Skunk2 Megapower S2000 Header<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjaZ3Rt4gi426oPJPb2aq9GLLwW2rH7SmBlTC3f-ttkEVi6FrGwu-jEYkJu524Pn8imWL0mwrj_Aqim9FzpBBvkhqcQ-FLQzaGf01w6-dWzAKVuEbbIbfxMWlX4CIXw_xJ4Xp9BP-Ny7q1_/s1600/headerdynobanner.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="211" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjaZ3Rt4gi426oPJPb2aq9GLLwW2rH7SmBlTC3f-ttkEVi6FrGwu-jEYkJu524Pn8imWL0mwrj_Aqim9FzpBBvkhqcQ-FLQzaGf01w6-dWzAKVuEbbIbfxMWlX4CIXw_xJ4Xp9BP-Ny7q1_/s640/headerdynobanner.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKbG4hQ2wCTkD5pv6q4hlRNjTpFGar-FEfGXtLvNqcNhcRhlgnCzoPQ0IhyC2V6v-g2BVavGptEs0_P13nZyeNz1kguPD6hkKD8r9uB0Iyp5CjUqC39x7E5vwpqnAcVqKLC87hygxKXgyL/s1600/s2000_skunk2_header_dyno1.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="color: black; font-family: Arial,Helvetica,sans-serif; font-size: x-small;"><img border="0" height="382" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKbG4hQ2wCTkD5pv6q4hlRNjTpFGar-FEfGXtLvNqcNhcRhlgnCzoPQ0IhyC2V6v-g2BVavGptEs0_P13nZyeNz1kguPD6hkKD8r9uB0Iyp5CjUqC39x7E5vwpqnAcVqKLC87hygxKXgyL/s640/s2000_skunk2_header_dyno1.png" width="640" /></span></a></td></tr>
</tbody></table><br />
Skunk2 recently released their new 4-2-1 equal length header for the S2000. Introductory pricing was at $750 which made it on our 'to-do' list for dyno testing. Test car was a stock 2007 S2000 with 50k miles. We performed a baseline before and after the header install, then began installing supporting mods and Hondata Flashpro tuning for favorable results.<br />
<a name='more'></a><br />
<b>Specs:</b><br />
<ul><li>Equal length 4-2-1 design with sequential pairing, stepped runners and 2.5" collector. </li>
<li>T-304 polished stainless steel</li>
<li>Weight 15 lbs. vs stock 21 lbs.</li>
<li>Comes with a new collector gasket and matching diameter female 2.5" collector flange (to be welded onto a custom exhaust if you choose to do so)</li>
</ul><b>Durability:</b><br />
<ul><li>With 26 dyno pulls and 4.6hrs of track abuse at Buttonwillow and Thunderhill the header has held up fine.</li>
</ul><b>Appearance:</b><br />
<ul><li>Merge collectors are mated up and welded with precision and manufactured with close tolerances. No header at this price offers this type of quality. </li>
<li>We're not fans of chrome, however after running the car the header color changes to a bluish hue which looks much nicer. </li>
</ul><b>Install:</b><br />
<ul><li>Due to the length of the exhaust runners, it takes up the majority of the area between the cylinder head and frame rail.</li>
<li>Requires the removal of the OEM heatshield which protects the fuse box, a/c lines and heater hoses. This item cannot be re-installed.</li>
<li>Requires removal of the passenger side engine mount bracket to hang header. The header will not go in without engine mount removal. The clearance from header to engine mount is about 1/4" but sufficient enough to prevent the header from rubbing under heavy load (track conditions).</li>
<li>Clearance from header to passenger side frame is roughly 1". After two dozen dyno pulls and two track days, paint in that area is coming off. A thermal coating or custom heat-shield could be good preventative measures.</li>
</ul><br />
<br />
<span style="color: black; font-family: Arial,Helvetica,sans-serif; font-size: x-small; margin-left: 1em; margin-right: 1em;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh8fGFy3uS7C-WM19xh-7ae-66unb1h4PBBttk6C-exSJe3wjrJqHnR1YCHurV6i1KOfC3nCjbD058agIPM59SqJ4JQyUz5afwUL_9NiLu01UYUOVcPqM8J68GTwsK9OaZ4Umg5mYWuVST-/s1600/skunk2-header-s2k.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh8fGFy3uS7C-WM19xh-7ae-66unb1h4PBBttk6C-exSJe3wjrJqHnR1YCHurV6i1KOfC3nCjbD058agIPM59SqJ4JQyUz5afwUL_9NiLu01UYUOVcPqM8J68GTwsK9OaZ4Umg5mYWuVST-/s640/skunk2-header-s2k.jpg" width="640" /></a></span><span style="font-family: Arial,Helvetica,sans-serif; font-size: x-small;"><br />
</span><br />
<div class="separator" style="clear: both; text-align: left;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><span style="color: black; font-family: Arial,Helvetica,sans-serif; font-size: x-small; margin-left: 1em; margin-right: 1em;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhbh3KW1TTuEirkQaxHr3nHEFBnCNuURdxp2UuqpPVSWqqogTxhHr-GSagnial1y9rb9mOvIq98tA9pK4IbjLX3-dOTCIPpxJaLcVdBv88pwW2t6XyGu2M-20MHVptDMuHXnJRY6KME5jJZ/s1600/skunk2-primaries-s2k.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhbh3KW1TTuEirkQaxHr3nHEFBnCNuURdxp2UuqpPVSWqqogTxhHr-GSagnial1y9rb9mOvIq98tA9pK4IbjLX3-dOTCIPpxJaLcVdBv88pwW2t6XyGu2M-20MHVptDMuHXnJRY6KME5jJZ/s640/skunk2-primaries-s2k.jpg" width="640" /></a></span></div><div class="separator" style="clear: both; text-align: left;"><span style="font-family: Arial,Helvetica,sans-serif; font-size: x-small;"><br />
</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgt85iMnCSNA13cG9x2I4mzomKfJTA72ucCG0XqTVihZTZkHUo7I8icTYtvHni6MZBhQ1dwiNpuAmlrnvsKXe0FgmJe74VF1qlhykGV_7nU7mDUayyl_Xsy0ise5KJJ7eoI2XzfYdjfhayJ/s1600/skunk2-collector-s2k.jpg" imageanchor="1" style="font-family: Arial, Helvetica, sans-serif; font-size: small; margin-left: 1em; margin-right: 1em;"><img border="0" height="604" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgt85iMnCSNA13cG9x2I4mzomKfJTA72ucCG0XqTVihZTZkHUo7I8icTYtvHni6MZBhQ1dwiNpuAmlrnvsKXe0FgmJe74VF1qlhykGV_7nU7mDUayyl_Xsy0ise5KJJ7eoI2XzfYdjfhayJ/s640/skunk2-collector-s2k.jpg" width="640" /></a></div><span style="font-family: Arial,Helvetica,sans-serif; font-size: x-small;"><br />
</span><br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimsoCDjXAA9p67Tyrl3It2cKYFt3YTltuoONAEO-3yyaveptZyXYV1ds4o6VD8byCqRi5LYiE3wFRdX2PF4p2k-msNGLZgTX0udrG58Y3RDWFwgro4mLKlXLEfkCFsZF06hJapVYzH2cwr/s1600/header_install_800.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: center;"><span style="color: black; font-family: Arial,Helvetica,sans-serif; font-size: x-small;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimsoCDjXAA9p67Tyrl3It2cKYFt3YTltuoONAEO-3yyaveptZyXYV1ds4o6VD8byCqRi5LYiE3wFRdX2PF4p2k-msNGLZgTX0udrG58Y3RDWFwgro4mLKlXLEfkCFsZF06hJapVYzH2cwr/s640/header_install_800.jpg" width="633" /></span></a><br />
<div class="separator" style="clear: both; text-align: left;"><span style="font-family: Arial,Helvetica,sans-serif;"><br />
</span></div><div style="text-align: left;"><span style="font-family: Arial,Helvetica,sans-serif;"><b>Temporarily, we bolted up and tested a 63mm test pipe and Invida V2 catback exhaust. </b></span></div><ul><li style="text-align: left;"><span style="font-family: Arial,Helvetica,sans-serif;">Stock Baseline = green dotted line </span></li>
<li style="text-align: left;"><span style="font-family: Arial,Helvetica,sans-serif;">Skunk2 Header, 63mm Test Pipe, Invidia V2 Exhaust (No Tuning)= red dotted line</span></li>
<li><span style="font-family: Arial,Helvetica,sans-serif; text-align: left;">Skunk2 Header, 63mm Test Pipe, Invidia V2 Exhaust, Hondata Flashpro Tuned = green solid line</span></li>
</ul><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEji35d5LgBljte7Wd3kdukfgJQkm_7xRkTn7DMLV9ORGugjYKNoqnN2wSzasdRx3L0JIVaSslNtC71OD8IIu1sfkrabBaaNNmb7FcubDeiRHydLVHMMvPqeAK_fFDbb99f3bC_bTLSMsGtV/s1600/stk_vs_hdr_vs_hdr_tp_exh_tuned.png" imageanchor="1" style="font-family: Arial, Helvetica, sans-serif; font-size: small; margin-left: 1em; margin-right: 1em; text-align: left;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEji35d5LgBljte7Wd3kdukfgJQkm_7xRkTn7DMLV9ORGugjYKNoqnN2wSzasdRx3L0JIVaSslNtC71OD8IIu1sfkrabBaaNNmb7FcubDeiRHydLVHMMvPqeAK_fFDbb99f3bC_bTLSMsGtV/s640/stk_vs_hdr_vs_hdr_tp_exh_tuned.png" width="640" /></a><br />
<span style="font-family: Arial,Helvetica,sans-serif;"></span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br />
</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;">After, we removed the smaller diameter exhaust and fabbed up a custom 3" header back exhaust with v-band connections and our trick swivel turndown / dolphin tip. Racetracks in Northern California like Mazda Laguna Seca Raceway, Infineon and Thunderhill have sound limitations ranging from 92db to about 115db. Having a tip the can be rotated away from sound level sensors increases the chances of passing the test without welding additional resonators or mufflers, sacrificing exhaust flow and power output.</span><br />
<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><span style="color: black; font-family: Arial,Helvetica,sans-serif; font-size: x-small; margin-left: 1em; margin-right: 1em;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTqGFEWh4Jwe_-dmAzWkRpaCYcX-KhfAyLXPi8ICnFK2KPPcPgXWpMgSQUCHt4IWMQ-FzpIgzJqvukByI_rkS1VvT9GKfqpfipeyxF4a9RKqnVf_D99q9SiXsOPQ7Mxc9HSIhl7vIqic0C/s1600/JeiS2k_3inch_exhaust_Rear1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="427" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTqGFEWh4Jwe_-dmAzWkRpaCYcX-KhfAyLXPi8ICnFK2KPPcPgXWpMgSQUCHt4IWMQ-FzpIgzJqvukByI_rkS1VvT9GKfqpfipeyxF4a9RKqnVf_D99q9SiXsOPQ7Mxc9HSIhl7vIqic0C/s640/JeiS2k_3inch_exhaust_Rear1.jpg" width="640" /></a></span></div><div class="separator" style="clear: both; text-align: left;"><span style="font-family: Arial,Helvetica,sans-serif;"><br />
</span></div><div class="separator" style="clear: both; text-align: left;"><span style="font-family: Arial,Helvetica,sans-serif;">The Final Numbers:</span></div><br />
<div class="separator" style="clear: both; text-align: center;"><span style="color: black; font-family: Arial,Helvetica,sans-serif; font-size: x-small; margin-left: 1em; margin-right: 1em;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKbG4hQ2wCTkD5pv6q4hlRNjTpFGar-FEfGXtLvNqcNhcRhlgnCzoPQ0IhyC2V6v-g2BVavGptEs0_P13nZyeNz1kguPD6hkKD8r9uB0Iyp5CjUqC39x7E5vwpqnAcVqKLC87hygxKXgyL/s1600/s2000_skunk2_header_dyno1.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="382" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKbG4hQ2wCTkD5pv6q4hlRNjTpFGar-FEfGXtLvNqcNhcRhlgnCzoPQ0IhyC2V6v-g2BVavGptEs0_P13nZyeNz1kguPD6hkKD8r9uB0Iyp5CjUqC39x7E5vwpqnAcVqKLC87hygxKXgyL/s640/s2000_skunk2_header_dyno1.png" width="640" /></a></span></div><div class="separator" style="clear: both; text-align: left;"><span style="font-family: Arial,Helvetica,sans-serif; font-size: x-small;"><br />
</span></div><div class="separator" style="clear: both; text-align: left;"><span style="font-family: Arial,Helvetica,sans-serif; font-size: large;"><b><span style="color: #3d85c6;">BT's Conclusion:</span></b></span></div><div class="separator" style="clear: both;"><br />
</div><div class="separator" style="clear: both; text-align: -webkit-auto;"><i><span style="font-family: Arial,Helvetica,sans-serif; font-size: small;"><b><span style="color: #3d85c6;">Crunching Numbers:</span></b></span></i></div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;">Remember our philosophy of 'Cost vs Benefit' to hp building? That hasn't changed. Keeping this in mind, we performed these tests with a stock intake, filter and airbox. T</span><span style="font-family: Arial,Helvetica,sans-serif;">he OEM air box, with proper do-it-yourself mods yield comparable improvements to aftermarket brands but at a lower cost. We don't like how much space the OEM box takes up, but it is a well engineered and functional part.</span></div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;"><br />
</span></div><div class="separator" style="clear: both; text-align: -webkit-auto;"><span style="font-family: Arial,Helvetica,sans-serif;"> Here are the numbers for our test:</span></div><div class="separator" style="clear: both;"><br />
</div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;">Retail Price: </span></div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;"> $750 Skunk Megapower Header </span></div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;">$695 Hondata Flashpro</span></div><div class="separator" style="clear: both;"><u><span style="font-family: Arial,Helvetica,sans-serif;">$1100 </span><span style="font-family: Arial,Helvetica,sans-serif;">BT Custom 3" Headerback Exhaust (made to order)</span></u></div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;">$2545 ÷ 25hp = $101.80 </span></div><div class="separator" style="clear: both;"><br />
</div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;">At near $100 per HP, this a bargain for NA engine tuning. We didn't include tuning rates since rates vary geographically. Through BlackTrax, you'd be under $110 per HP. </span></div><div class="separator" style="clear: both;"><br />
</div><div class="separator" style="clear: both;"><i><span style="font-family: Arial,Helvetica,sans-serif; font-size: small;"><b><span style="color: #3d85c6;">Cons:</span></b></span></i></div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;">The involved sweat equity install, non-CARB Legal and exposure to heat given off by the header are the three negative characteristics we found.</span></div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;"> </span><i><span style="font-family: Arial,Helvetica,sans-serif; font-size: small;"><b><span style="color: #3d85c6;"></span></b></span></i></div><div class="separator" style="clear: both;"><i><span style="font-family: Arial,Helvetica,sans-serif; font-size: small;"><b><span style="color: #3d85c6;">Pros:</span></b></span></i><span style="font-family: Arial,Helvetica,sans-serif;"> </span></div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;">Factoring in the performance, quality and price point, the Skunk2 Megapower Header is hands down the best valued off-the-shelf header on the market today. Comparisons made between the 63mm exhaust and 75mm exhaust reveal notable gains in the mid-range rpm which allows for lower VTEC engagement. This is a good header for those looking for the broadest power band increases. Inherent in the sequential pairing design, the exhaust tone is original sounding with audible wave separations at low rpm that quickly ramp up to a smooth yet raspy note from 4,000 rpm to redline. </span></div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;"><br />
</span></div><div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;">With supporting exhaust mods and Flashpro tuning, AP2's are now seeing 235 horsepower at the wheels. Mid-range gains make this 2800 lb car fun to drive on the street and quite usable on the track. VTEC is currently set at 4800rpm however it can be dropped down to 4200rpm if preferred.</span> </div><div class="separator" style="clear: both;"><br />
</div><br />
<div class="separator" style="clear: both;"><span style="font-family: Arial,Helvetica,sans-serif;"></span></div><div class="separator" style="clear: both; text-align: -webkit-auto;"><span style="font-family: Arial,Helvetica,sans-serif;"><br />
</span></div><div class="separator" style="clear: both; text-align: -webkit-auto;"><span style="font-family: Arial,Helvetica,sans-serif;"><br />
</span></div><div class="separator" style="clear: both; text-align: -webkit-auto;"><span style="font-family: Arial,Helvetica,sans-serif;"><br />
</span></div>BT Newshttp://www.blogger.com/profile/15295583826070652947noreply@blogger.comtag:blogger.com,1999:blog-1960605818937315024.post-9214842951687761502011-06-23T22:30:00.001-07:002012-04-19T22:31:23.438-07:00Tuning Reliability & Repeatability: An Example of Individual Cylinder Fuel Trims<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiSsdQt_IAoydlxFsdyzgcwWWbxyJVw2pQKrYGd9vZko07Suou_aB5twPpSHcZxtMbkLbnSNR61iedS1w0HaH4x-OJxcET6SSx_a7wRVwjP1Xlm0ssE-ttRlg0sNol3d-CrJZIJxoHnEjRK/s1600/Individual-fuel-tuning.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiSsdQt_IAoydlxFsdyzgcwWWbxyJVw2pQKrYGd9vZko07Suou_aB5twPpSHcZxtMbkLbnSNR61iedS1w0HaH4x-OJxcET6SSx_a7wRVwjP1Xlm0ssE-ttRlg0sNol3d-CrJZIJxoHnEjRK/s640/Individual-fuel-tuning.png" width="640" /></a></div><div class="separator" style="clear: both; text-align: center;"><br />
</div>Engine Management Systems (EMS's) gives the tuner ability to adjust fuel and engine timing as well as various other parameters, all in the name of creating the most optimized tune for your engine. A fine tuning procedure not often used or offered by tuners is Individual Fuel Trim Correction and Individual Cylinder Timing Correction. Fine tuning individual cylinders will result in peak performance, reliability and repeat-ability. For this write up we focus on the Individual Fuel Trim Correction.<br />
<a name='more'></a><br />
<br />
<b><span class="Apple-style-span" style="color: #3d85c6;">Engine:</span></b> Honda B16A 1.6L Inline 4 Dual Overhead Cam (DOHC) VTEC Engine<br />
<b><span class="Apple-style-span" style="color: #3d85c6;">EMS:</span></b> Hondata S300<br />
<br />
Hondata's SManager Cylinder Fuel Trim (CFT) parameter gives you the option to add or remove fuel by a percentage to each cylinder over the entire rpm range. Other more elaborate management systems may offer more resolution using a speed density map (rpm vs. load). CFT controls will vary between EMS systems.<br />
<br />
<div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhjPIOyyQjdC9GN1IYvqEjZcwSKKggcaw7OeapA6QEFBNwcSLjmfIjF42tcGnX5KRgMC1S_Uq0b2Z5qYPSWcMLf-VXMh94tkUmyK3SStCREpxIAGICLK0DPMrnc5hl9kc3iofeQ2PaBaE8R/s1600/Individual-Fuel-Tuning-S300_snapshot.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="513" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhjPIOyyQjdC9GN1IYvqEjZcwSKKggcaw7OeapA6QEFBNwcSLjmfIjF42tcGnX5KRgMC1S_Uq0b2Z5qYPSWcMLf-VXMh94tkUmyK3SStCREpxIAGICLK0DPMrnc5hl9kc3iofeQ2PaBaE8R/s640/Individual-Fuel-Tuning-S300_snapshot.jpg" width="640" /></a></div><br />
</div><div>A key element in tuning is information provided by data-logging. In this example we've welded 4 Oxygen Sensor (O2) bungs into each primary header tube for individual lambda air/fuel reading. Exhaust Gas Temp (EGT) sensors can also be a useful tuning tool in conjunction with O2's.<br />
<br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYbduUoLtM5H1U5zkjkKxAlU5NTsGWmUH1dezsRq_RYUS-92izgS1T6gHdN4CeHA6lr4Q50B5lO8gxASzkXms3hRTYovn-DpJaFcro_MB0J9spOO1ONmjJcnvKnscEQwnXKRdEFaHivSG3/s1600/Individual-fuel-tuning1.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="424" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYbduUoLtM5H1U5zkjkKxAlU5NTsGWmUH1dezsRq_RYUS-92izgS1T6gHdN4CeHA6lr4Q50B5lO8gxASzkXms3hRTYovn-DpJaFcro_MB0J9spOO1ONmjJcnvKnscEQwnXKRdEFaHivSG3/s640/Individual-fuel-tuning1.png" style="cursor: move;" width="640" /></a><br />
<br />
<br />
All tests were performed on the same engine under the same conditions. In the animated GIF below, note the air fuel ratios (AFR's) before and after CFT adjustment using S300. Each line color represents an individual cylinder. The animation below is a good way to display the BEFORE, "spread out" vs. the AFTER, "tightened up" dyno plot.<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="http://farm4.static.flickr.com/3134/5865308029_780fd56f88_o.gif" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="534" src="http://farm4.static.flickr.com/3134/5865308029_780fd56f88_o.gif" width="640" /></a></div><br />
Let's take a point, say 5500 rpm. Locate the AFR's for each and average. Roughly we'll use:<br />
Cyl #1 = 13.5:1 (means 13.5 part of air to 1 part of fuel)<br />
Cyl #2 = 13.0:1<br />
Cyl #3 = 12.25:1<br />
Cyl #4 = 13.0:1<br />
<br />
Total = 51.75/ 4 cyliners = <b>12.94:1 AVERAGE AFR @ 5500 rpm</b><br />
<br />
When measuring at the header collector, where all four runners meet to a single pipe, 13.0:1 was what was logged when originally tuned. Only half of the cylinders were actually getting the AFR's we were targeting. Using CFT, we increased a percentage of fuel in Cyl #1 and decreased in Cyl #2. As you can see the results after CFT @ 5500 rpm now have a much lower delta or variation. Corrections yielded about a +4hp and +3tq gain @ 5500 rpm. Although we weren't able to fine tune at every rpm (could have used more adjustability between 6k and 9k rpm), we did the best we could given the software tools provided. Narrowing the AFR gap at 8500 rpm yielded about +6hp and +4tq over baseline.<br />
<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg5YjscgccKmf6xbzgycwYlgU1HkcOJXHtm8fiBfzoO0JmmbzNx79Y4XtLLUu24GWgvPmXUJ4YTqMIESrQy2jfyciYazEXgApcI71dT4EcTYg7sMrk8q6LpP1Eyw73bnXtSCmY58X397O3t/s1600/individual-fuel-tuning-hp-curve.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="514" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg5YjscgccKmf6xbzgycwYlgU1HkcOJXHtm8fiBfzoO0JmmbzNx79Y4XtLLUu24GWgvPmXUJ4YTqMIESrQy2jfyciYazEXgApcI71dT4EcTYg7sMrk8q6LpP1Eyw73bnXtSCmY58X397O3t/s640/individual-fuel-tuning-hp-curve.jpg" width="640" /></a></div><br />
In these power graphs, the red dotted line represents the baseline. You can see as each dotted line changes color, for the most part power is increasing. This is because each cylinder was getting touched up as we performed the pulls. The solid lines represent the last 4 pulls using CFT, ending with the purple line resulting in the best run and the final run.<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifHKAv10vWB8OYBm0WKChiBRHZqkcqhVni-Q0joj-ZXSfOmeoKRimlqbMwt1AqbdHd55PI00dqbSXd-Jb59RqF6DA_bscfuYtMUHvEjo-6vuwt1oseQ7NbTZR6qpuQwFufd3yKzCfVpkCR/s1600/individual-fuel-tuning-tq-curve.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="514" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifHKAv10vWB8OYBm0WKChiBRHZqkcqhVni-Q0joj-ZXSfOmeoKRimlqbMwt1AqbdHd55PI00dqbSXd-Jb59RqF6DA_bscfuYtMUHvEjo-6vuwt1oseQ7NbTZR6qpuQwFufd3yKzCfVpkCR/s640/individual-fuel-tuning-tq-curve.jpg" width="640" /></a></div><br />
</div><span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px; color: #3d85c6;"><b>Some Things to Consider Before You Start CFT:</b></span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px; color: #3d85c6;"><b><br />
</b></span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">1) </span><span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;"><span class="Apple-style-span" style="color: #3d85c6;"><b>CLEAN INJECTORS</b>:</span> </span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">If you've got a lot of miles on your injectors, don't expect them to be balanced and flow properly. Purchase new injectors from distributors who offer flow test datasheets or send your existing injectors out for cleaning/balancing and request datasheets.</span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;"><br />
</span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">2)<span class="Apple-style-span" style="color: #3d85c6;"><b> EXHAUST LEAKS</b>:</span> </span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">Leaks will throw off readings. Change gaskets or repair cracks prior to tuning</span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;"><br />
</span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">3) <span class="Apple-style-span" style="color: #3d85c6;"><b>WELDING:</b></span> </span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">Are you ok with having us welding 4 bungs on your header? </span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;"><br />
</span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">4) <span class="Apple-style-span" style="color: #3d85c6;"><b>O2'S IN STOCK:</b></span> </span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">Depending on who's tuning, do you or we have enough wideband O2's? It would be a good idea to have these details figured out before your dyno. </span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;"><br />
</span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">5) <span class="Apple-style-span" style="color: #3d85c6;"><b>FINE TUNING:</b></span> </span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">This procedure involves labor in header removal, fabrication and tuning time. Make sure you are prepared spend time and money for longevity, reliability and repeatable performance = repeatable lap times. Consider saving costs by removing the header yourself and bringing it to us for welding. Then bring it back for the tune once you've put the header back on the car.</span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;"><br />
</span><br />
<span class="Apple-style-span" style="-webkit-border-horizontal-spacing: 2px; -webkit-border-vertical-spacing: 2px;">Costs vary per application. BT Dynotuning is by appointment only. For individual fuel tuning inquiries please <a href="http://www.blacktrax.net/contact.html">Contact BT</a>. </span>BT Newshttp://www.blogger.com/profile/15295583826070652947noreply@blogger.comtag:blogger.com,1999:blog-1960605818937315024.post-3545365483178932962011-06-02T22:52:00.000-07:002011-07-21T23:12:39.826-07:00Carbonetic // Hasport // CT Engineering - Diff Install for S2K<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGkpMQ7yTRU676ehynWZZi23eKyQNTJvqt-Gsox_RMRZGbX0hK2bFP31oHR2y0SHU1ZG8O04fpunLhh1u_VB641rAL4VSaBBBF7tZ2paeWmWAFj8204GX9zngusICelxIl_fq7alVBvsBv/s1600/tn_DSC_0291.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="424" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGkpMQ7yTRU676ehynWZZi23eKyQNTJvqt-Gsox_RMRZGbX0hK2bFP31oHR2y0SHU1ZG8O04fpunLhh1u_VB641rAL4VSaBBBF7tZ2paeWmWAFj8204GX9zngusICelxIl_fq7alVBvsBv/s640/tn_DSC_0291.jpg" width="640" /></a></div><div class="separator" style="clear: both; text-align: left;"><br />
</div><div class="separator" style="clear: both; text-align: left;">We recently performed a complete differential upgrade on a Honda S2000. Excessive loads brought by the aid of forced induction engines and/or harsh clutch engagement "shock" leads to bearing cap failure in these particular diff's. By 2004 Honda implemented a clutch delay valve inside the clutch slave cylinder to essentially reduce fluid flow, in turn reducing shock. Enthusiasts annoyed by this countermeasure were soon able to figure out how to disassemble the slave cylinder and remove this bleeder. All roads then lead back to the weak diff. The common failure point is centralized near the top of the bridge of the outside bearing cap. Our goal was to get to this particular diff and upgrade before it was too late. </div><a name='more'></a><br />
<div class="separator" style="clear: both; text-align: left;"><br />
</div><div class="separator" style="clear: both; text-align: left;">Along with the diff upgrade included a Carbonetic 2-Way Clutch Style LSD and Hasport's recent release of their <a href="http://www.blacktraxstore.com/AP1AP2-Differential-Mounts_p_47.html">Billet Aluminum Polyurethane Diff Mounts</a>. CT Engineering provides billet steel reinforcement caps which bolt over the factory OEM cast cap. </div><div class="separator" style="clear: both; text-align: left;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4pItxfxVhoHwKh2K35x4VaD41RLhZz4uAwYX3wUK6V7-w4-apZDxkuXD2JrhvDFymTa-G3riE2kjQ6irCE8fpf7ThLtgaQ6LtgabJ5bRDQdoc1ujh7_mHyTp7m3zBcRa4x05B4bGt_zq_/s1600/tn_DSC_0135.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4pItxfxVhoHwKh2K35x4VaD41RLhZz4uAwYX3wUK6V7-w4-apZDxkuXD2JrhvDFymTa-G3riE2kjQ6irCE8fpf7ThLtgaQ6LtgabJ5bRDQdoc1ujh7_mHyTp7m3zBcRa4x05B4bGt_zq_/s200/tn_DSC_0135.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjrnp2WVeOK3YDSxZMQExDC90RQdokd9lrKmMS0Mtp_ruRbeuWSg6dqBsnIEN9eWSCrtvZ4XU8L9_W09WeQytq_C78DSyekOpJhtBGuWDBDdl7hPCtyj8NdbSsGPg-Ab3XEHM8PixCfjR3j/s1600/tn_DSC_0149.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjrnp2WVeOK3YDSxZMQExDC90RQdokd9lrKmMS0Mtp_ruRbeuWSg6dqBsnIEN9eWSCrtvZ4XU8L9_W09WeQytq_C78DSyekOpJhtBGuWDBDdl7hPCtyj8NdbSsGPg-Ab3XEHM8PixCfjR3j/s200/tn_DSC_0149.jpg" width="200" /></a></div><div class="separator" style="clear: both; text-align: center;">First came the removal of the diff and the disassembly of it's internals.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiK9ZvMg1oxLuurE9l7DiJBW4RHJFqMw0BciiQcV_aCblZ7U4moidFGI0_hfCPPebm9fR1fxv1dUoskKSycdktHwJ4iJ6RSUOGpZk0drTPQjK15kBJjLurSobjC2FR35XkBGI-QYW0QYN1Q/s1600/tn_DSC_0150.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiK9ZvMg1oxLuurE9l7DiJBW4RHJFqMw0BciiQcV_aCblZ7U4moidFGI0_hfCPPebm9fR1fxv1dUoskKSycdktHwJ4iJ6RSUOGpZk0drTPQjK15kBJjLurSobjC2FR35XkBGI-QYW0QYN1Q/s200/tn_DSC_0150.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh2hbds-Cmk7Y30Np8QoVDoOU3-ReBkQvSzri8Q1XNLom1Q2P9nj3rcUa9RiZAKQ5m8a1g631WMeiHzg0IohEaL5BZDBk3BFeEj6cv4ZAt3TO7S7Xm_L2v7T5Yh_iTwYI-5WAgvC6Q_2e0D/s1600/tn_DSC_0153.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh2hbds-Cmk7Y30Np8QoVDoOU3-ReBkQvSzri8Q1XNLom1Q2P9nj3rcUa9RiZAKQ5m8a1g631WMeiHzg0IohEaL5BZDBk3BFeEj6cv4ZAt3TO7S7Xm_L2v7T5Yh_iTwYI-5WAgvC6Q_2e0D/s200/tn_DSC_0153.jpg" width="200" /></a></div><div style="text-align: center;">Next, we removed the flexible OEM rubber mounts in favor of Hasport's </div><div style="text-align: center;">62A hardness polyurethane replacements. We highly recommend 62A </div><div style="text-align: center;">for those who street their S2000's as they do not send vibrations through </div><div style="text-align: center;">the chassis like one would presume a harder bushing would.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQ1nWDrzKvAJAwglZSbojTU79b7huZ5UaFktWOCpjHHB2wC4eHCIpkLFtC9uvJumE2K_91aR-xHBGrvSag1KHOPsVICwqQjU8KO9_f-JMV_9dvPokGFIEhYGM5pIjapvshyphenhyphenGSCIeMxFfQ1/s1600/tn_DSC_0161.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQ1nWDrzKvAJAwglZSbojTU79b7huZ5UaFktWOCpjHHB2wC4eHCIpkLFtC9uvJumE2K_91aR-xHBGrvSag1KHOPsVICwqQjU8KO9_f-JMV_9dvPokGFIEhYGM5pIjapvshyphenhyphenGSCIeMxFfQ1/s200/tn_DSC_0161.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiaaWrq1YrtT9cKzmxmgV_zpRMIJnCEPukqocdg7zsqTq7YVTsVMvUNWsgMuL6gju9dwgst_rEWur4p0MrVY9NMWst5vuDptgr2UTUtjjY640PAVhwjDXxpGfyOKrS7FcCtS0RyEARc2vgv/s1600/tn_DSC_0180.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiaaWrq1YrtT9cKzmxmgV_zpRMIJnCEPukqocdg7zsqTq7YVTsVMvUNWsgMuL6gju9dwgst_rEWur4p0MrVY9NMWst5vuDptgr2UTUtjjY640PAVhwjDXxpGfyOKrS7FcCtS0RyEARc2vgv/s200/tn_DSC_0180.jpg" width="200" /></a></div><div style="text-align: center;"></div><div style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; text-align: center;">We ran into one snag where the inner sleeves were not the correct diameter to</div><div style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; text-align: center;">fit the diff's through bolts. We took it to the lathe and opened it up to roughly</div><div style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; text-align: center;">16mm, then resumed to the install. Hasport has since been notified and have</div><div style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; text-align: center;">corrected this issue.</div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKyAMDySDhnpz_5xGRZViMGe-dx8FxgBkr42rxszExeIzmFjWCEfNDQUcj3Cfr8U4MF4qB19JH2yelKj9qr3nvGbyvalgXvmyx28w7IKVKZ_YoMC7Hdc3zDfhJA6EBlrHMrvxFeHYTyIS9/s1600/tn_DSC_0188.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="425" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKyAMDySDhnpz_5xGRZViMGe-dx8FxgBkr42rxszExeIzmFjWCEfNDQUcj3Cfr8U4MF4qB19JH2yelKj9qr3nvGbyvalgXvmyx28w7IKVKZ_YoMC7Hdc3zDfhJA6EBlrHMrvxFeHYTyIS9/s640/tn_DSC_0188.jpg" width="640" /></a></div><br />
<div class="separator" style="clear: both; text-align: left;"><b><br />
</b></div><div class="separator" style="clear: both; text-align: left;"><b>REVIEWS:</b></div><div class="separator" style="clear: both; text-align: left;"><b><br />
</b></div><div class="separator" style="clear: both; text-align: left;"><u>Carbonetic LSD</u>: as expected provides more grip on corner entry and corner exit. Overall traction has improved. The LSD is very noticeable in high speed entry of tight turns like the Sweeper and Off-Ramp at Buttonwillow Raceway.</div><div class="separator" style="clear: both; text-align: left;"><br />
</div><div class="separator" style="clear: both; text-align: left;"><u>CT Reinforced Diff:</u> handled the excessive loads applied to it during testing. Only time will tell as we put more abuse on it and periodically pull it back apart for analysis.</div><div class="separator" style="clear: both; text-align: left;"><br />
</div><div class="separator" style="clear: both; text-align: left;"><u>Hasport Mounts:</u> a wonderful upgrade. Jacking up the rear of the car by the diff, you can see the amount of deflection in the OEM bushings. The new bushings reduce deflection, provide positive, almost instantaneous power transfer to the pavement. Credit also goes to the LSD as it is contributing factor. With the 62A Street, no significant vibration or harmonics are felt while driving at any rpm or speed. Weekend warriors who have poly engine mounts may want to upgrade to the 70A Race or higher. <a href="http://www.blacktraxstore.com/AP1AP2-Differential-Mounts_p_47.html">We're now carrying the set for $290 at our store.</a></div>BT Newshttp://www.blogger.com/profile/15295583826070652947noreply@blogger.comtag:blogger.com,1999:blog-1960605818937315024.post-66943941059940495622011-02-14T17:32:00.001-08:002011-07-21T23:14:38.847-07:00Dyno Page: Hytech's N/A S2K Header<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPFoSLHWxEbf-La_AjlXPR7lxKuZXoaKKrZ9QE-GUtz4tjGBY5cgDJCXEw1Us7pTHSciOy7Ny9FXxsNV0YIl7-sjNOeVu2krliPL-RQOX9AblAUbtU97OK4hF54e966VYMCJdSGNDtAq8P/s1600/s2000_hytech_header_banner.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><span class="Apple-style-span" style="color: black;"><img border="0" height="172" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPFoSLHWxEbf-La_AjlXPR7lxKuZXoaKKrZ9QE-GUtz4tjGBY5cgDJCXEw1Us7pTHSciOy7Ny9FXxsNV0YIl7-sjNOeVu2krliPL-RQOX9AblAUbtU97OK4hF54e966VYMCJdSGNDtAq8P/s640/s2000_hytech_header_banner.png" width="640" /></span></a></td></tr>
<tr><td class="tr-caption" style="text-align: left;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><br />
</span><br />
<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;">There has been much anticipation for the release of this S2000 header designed, tested and fabricated by <span class="Apple-style-span" style="line-height: 15px;">John Grudynski of <i style="font-style: normal;">HyTech</i> Exhaust Inc. Those who've used Hytech products are familiar with the material and weld quality, the precision taken to the merge collectors and his patented anti-reversion chambers. We had the</span><span class="Apple-style-span" style="line-height: 15px;"> opportunity to get our hands on Hytech's N/A 2010 model header and put it to the test on on our <a href="http://www.blacktrax.net/services/dynotuning.html">Dynapack Dynomometer</a>. Though this header is lighter in weight than OEM (all s2k aftermarket headers are), we were only interested in power results during this test.</span></span><br />
<a name='more'></a><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="line-height: 15px;"> </span></span><br />
<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="line-height: 15px;"><br />
</span></span><br />
<span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="line-height: 15px;">All tests were performed with the Hytech header are on an '08 S2000 CR. Comparison dyno charts were performed on 2006+ S2000's. Tuning was performed with <a href="http://hondata.com/flashpro.html">Hondata Flashpro</a>.</span></span></td></tr>
</tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguvDl71gp7egZ1o1z9aQ60C1-5JqM9tgbvy5cZ77c5VzWylaSmGJhYfVD5Q1FPwoNZx6QtuDbepLIFCZQJjH9lVVo06m5MBdWNplBENpIO26nhlqPt7dl18KgsYJkW_1jZADfKr1_atdX3/s1600/stk_vs_ht_fpro_tuned_1.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="324" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguvDl71gp7egZ1o1z9aQ60C1-5JqM9tgbvy5cZ77c5VzWylaSmGJhYfVD5Q1FPwoNZx6QtuDbepLIFCZQJjH9lVVo06m5MBdWNplBENpIO26nhlqPt7dl18KgsYJkW_1jZADfKr1_atdX3/s640/stk_vs_ht_fpro_tuned_1.png" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: x-small;"><i>Click to Enlarge</i></span></div><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: x-small;"><i><br />
</i></span></div><div style="text-align: left;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;">Here is a comparison between an OEM stock CR vs Hytech Tuned vs Hytech Tuned with a more effective intake system. Note gains from 4500 to redline. Also note the powerband carries past the stock redline to 8500 rpm.</span></div><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></div><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></div><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"></span></div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="font-family: 'Times New Roman'; margin-bottom: 0.5em; margin-left: auto; margin-right: auto; padding: 6px; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTZcDHuYuPZgO9DibuolChq_2DpYTaQBt8YBbvoMon883q_VqiiF5qVjUsfmVl9KHvLLYjHdcO1TUTpCyTbwnhcP8B2aA5RDGctBbcWhzInuL5gZu-16AjzES6d45bZsrNOP_da_19oww8/s1600/stk_vs_ht_fpro_tuned_2.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="326" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTZcDHuYuPZgO9DibuolChq_2DpYTaQBt8YBbvoMon883q_VqiiF5qVjUsfmVl9KHvLLYjHdcO1TUTpCyTbwnhcP8B2aA5RDGctBbcWhzInuL5gZu-16AjzES6d45bZsrNOP_da_19oww8/s640/stk_vs_ht_fpro_tuned_2.png" style="cursor: move;" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 13px; padding-top: 4px; text-align: center;"><div style="text-align: center;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: x-small;"><i>Click to Enlarge</i></span></span></div></div><div style="text-align: center;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: x-small;"><i><br />
</i></span></span></div></div><div style="margin: 0px; text-align: left;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;">This is our best comparison between the Hytech vs Stock Header using Hondata Fpro Tuning for both. The Hytech header allows for vtec to be lowered to 4500 yielding respectable mid-range gains over the OEM header. Top end gains are realized but not as significant as mid-range.</span></div></td></tr>
</tbody></table><br />
<div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></div><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"></span></div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="font-family: 'Times New Roman'; margin-bottom: 0.5em; margin-left: auto; margin-right: auto; padding: 6px; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpH0qZ60QkInqlTCyixz7_9VREqCXR0yKOLqiC2HxMSvDfc9VAVYrPjuA_jEmGclgdeZsnuraVEDburZXjuR_9_hmAgVluvNumWMsIfhnZ1h-dUOWx5aoFqrq4STI9JNPR0VJyTRi0MUd_/s1600/stk_vs_ht_fpro_tuned_3.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="324" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpH0qZ60QkInqlTCyixz7_9VREqCXR0yKOLqiC2HxMSvDfc9VAVYrPjuA_jEmGclgdeZsnuraVEDburZXjuR_9_hmAgVluvNumWMsIfhnZ1h-dUOWx5aoFqrq4STI9JNPR0VJyTRi0MUd_/s640/stk_vs_ht_fpro_tuned_3.png" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 13px; padding-top: 4px; text-align: center;"><div style="text-align: center;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: x-small;"><i>Click to Enlarge</i></span></span></div></div><div style="text-align: center;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: x-small;"><i><br />
</i></span></span></div></div><div style="margin: 0px; text-align: left;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;">This is another good comparison between the Hytech's 4-2-1 header vs Comptech 4-1 header (Fpro tuned and untuned). The 4-1 design by Comptech yielded respectable numbers after 6k rpm, however Vtec crossover could not be lowered under 5200rpm.</span></div><div><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></div></td></tr>
</tbody></table><br />
<div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Times New Roman'; font-size: 13px;"></span></span></div><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;"><span class="Apple-style-span" style="color: #3d85c6; font-size: large;"><b>BT's Conclusion:</b></span></span></span></div><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;"><span class="Apple-style-span" style="font-size: small;">A general rule of thumb is a 4-2-1 header will make mid-range gains where a 4-1 header will make gains at the top. In our case, Hytech's 4-2-1 2010 N/A Header clearly shows what </span></span><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;">a properly designed header is capable of resulting in gains across a broad powerband. </span></span></div><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></span></div><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Times New Roman'; font-size: 13px;"></span></span></span></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in; text-indent: -0.25in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="color: #3d85c6;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">1.<span style="font: normal normal normal 7pt/normal 'Times New Roman';"> </span></span><b><i><span style="font-family: Arial, sans-serif;">Which offers the broadest area under the power curve?</span></i></b><i><span style="font-family: Arial, sans-serif;"> </span></i></span><span style="font-family: Arial, sans-serif; font-size: 10pt;"><o:p></o:p></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">Hytech's 4-2-1 does over OEM and Comptech<i style="font-weight: bold;"><o:p></o:p></i></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in; text-indent: -0.25in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="color: #3d85c6;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">2.<span style="font: normal normal normal 7pt/normal 'Times New Roman';"> </span></span><b><i><span style="font-family: Arial, sans-serif;">How are the gains from the Hytech header attribute to the design?</span></i></b><b><span style="font-family: Arial, sans-serif;"> </span></b></span><span style="font-family: Arial, sans-serif; font-size: 10pt;"><o:p></o:p></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">The gains are attributed to design (stepped tube diameters, tube length and 1-3 & 2-4 pairing)</span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in; text-indent: -0.25in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="color: #3d85c6;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">3.<span style="font: normal normal normal 7pt/normal 'Times New Roman';"> </span></span><b><i><span style="font-family: Arial, sans-serif;">Craftsmanship? </span></i></b></span><span style="font-family: Arial, sans-serif; font-size: 10pt;"><o:p></o:p></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">Hytech's quality and craftsmanship is quite top notch</span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in; text-indent: -0.25in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="color: #3d85c6;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">4.<span style="font: normal normal normal 7pt/normal 'Times New Roman';"> </span></span><b><i><span style="font-family: Arial, sans-serif;">Cost?</span></i></b></span><span style="font-family: Arial, sans-serif; font-size: 10pt;"><o:p></o:p></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">Hytech hurts a bit with ~$1700 for header and test pipe vs Comptech's ~$900<b style="font-style: italic;"><o:p></o:p></b></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in; text-indent: -0.25in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="color: #3d85c6;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">5.<span style="font: normal normal normal 7pt/normal 'Times New Roman';"> </span></span><b><i><span style="font-family: Arial, sans-serif;">Are the gains significant enough to justify the cost?</span></i></b><b><span style="font-family: Arial, sans-serif;"> </span></b></span><span style="font-family: Arial, sans-serif; font-size: 10pt;"><o:p></o:p></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">This question is subjective....see next question..<i style="font-weight: bold;"><o:p></o:p></i></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in; text-indent: -0.25in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="color: #3d85c6;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">6.<span style="font: normal normal normal 7pt/normal 'Times New Roman';"> </span></span><b><i><span style="font-family: Arial, sans-serif;">Which header would benefit from a sanctioned racing class rules which allow for external bolt on modifications?</span></i></b><b><span style="font-family: Arial, sans-serif; font-size: 10pt;"> </span></b></span><span style="font-family: Arial, sans-serif; font-size: 10pt;"><o:p></o:p></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">Hytech will give the engine every edge in this racing environment <b style="font-style: italic;"><o:p></o:p></b></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; font-style: italic; font-weight: bold; margin: 0in 0in 0.0001pt 0.5in; text-indent: -0.25in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="color: #3d85c6;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">7.<span style="font: normal normal normal 7pt/normal 'Times New Roman';"> </span></span><b><i><span style="font-family: Arial, sans-serif;">Revert back to question #5?</span></i></b></span><span style="font-family: Arial, sans-serif; font-size: 10pt;"><o:p></o:p></span></span></span></div></div></div><div style="font-family: Arial,sans-serif; font-size: medium; margin: 0in 0in 0.0001pt 0.5in;"><div style="margin: 0px;"><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><span style="font-family: Arial, sans-serif; font-size: 10pt;">Ultimately, it’s truly up to you to decide if you need this caliber of a header for what you plan to do with your car.</span></span></span></div></div></div><div style="margin: 0px;"><span class="Apple-style-span" style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; font-size: small;"><br />
</span></div></div></td></tr>
</tbody></table>Unknownnoreply@blogger.comtag:blogger.com,1999:blog-1960605818937315024.post-29797650983839729502010-01-18T18:57:00.000-08:002011-07-21T23:15:46.781-07:00BT Power Page - CR looking for Toda Fun!<div style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span style="white-space: pre-wrap;"><span style="font-family: inherit;">Today we had an opportunity install a few goodies on Kevin's 2008 S2000 CR:</span></span></div><ul><li><span style="white-space: pre-wrap;"><span style="font-family: inherit;">Toda Spec C Camshafts</span></span></li>
<li><span style="white-space: pre-wrap;"><span style="font-family: inherit;">Toda Up Rated Valvesprings</span></span></li>
<li><span style="white-space: pre-wrap;"><span style="font-family: inherit;">Hondata Flashpro Engine Managment </span></span></li>
<li><span style="white-space: pre-wrap;"><span style="font-family: inherit;">Dynotuning</span></span></li>
</ul><div style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span style="white-space: pre-wrap;"><b><span style="font-family: inherit;">Current Modifications:</span></b></span></div><div style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span style="white-space: pre-wrap;"><span style="font-family: inherit;"></span></span></div><ul><li><span style="font-family: inherit;">Toda header</span></li>
<li><span style="font-family: inherit;">Toda test pipe</span></li>
<li><span style="font-family: inherit;">Toda 60mm Dolphin exhaust</span></li>
<li><span style="font-family: inherit;">Everything else stock</span></li>
</ul><div style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span style="white-space: pre-wrap;"><span style="font-family: inherit;">Here is a baseline off the stock map after the cam install. As you can see the air/fuel ratios started to lean out at 5k rpms into Vtec.</span></span><br />
<a name='more'></a></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhp2XTZrgI0ypOly_CLWctOcEds2EGsOjWW5WGC1mkCTHtoto1QRSqJtOX-NoZkrJVTOeUl21sXjCF9bIpRThwPA5vcH-xnto94IRblM6_OSCvVi5b-PJ8XZ_HDmX3Hs7aKY8FVLLZyFxsf/s1600-h/KevinTodaC_baseline_afr.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: inherit;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhp2XTZrgI0ypOly_CLWctOcEds2EGsOjWW5WGC1mkCTHtoto1QRSqJtOX-NoZkrJVTOeUl21sXjCF9bIpRThwPA5vcH-xnto94IRblM6_OSCvVi5b-PJ8XZ_HDmX3Hs7aKY8FVLLZyFxsf/s400/KevinTodaC_baseline_afr.JPG" /></span></a></div><div class="separator" style="clear: both; text-align: left;"><span style="font-family: inherit;"><br />
</span></div><div class="separator" style="clear: both; text-align: left;"><span style="font-family: inherit;">Here is the TQ & HP curve of the same baseline pull, yielding close to factory numbers at 7k rpm's. Even with Vtec at it's standard 6k rpms, the vtec transition was very smooth/linear.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEildwo6HjwSX5dWp50TYa031CvXYSPD7BYvuoa-ePBJ283deE3a7_M_7JKEmeO2kiJfQFDqJy0D1pu9DewGgZukSkjb7QRX0dEPcL-xSbOPvThm46FdEqJBj6tdolMC7uc_Q7mOeMdnRGKH/s1600-h/KevinTodaC_baseline_HPTQ.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: inherit;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEildwo6HjwSX5dWp50TYa031CvXYSPD7BYvuoa-ePBJ283deE3a7_M_7JKEmeO2kiJfQFDqJy0D1pu9DewGgZukSkjb7QRX0dEPcL-xSbOPvThm46FdEqJBj6tdolMC7uc_Q7mOeMdnRGKH/s400/KevinTodaC_baseline_HPTQ.JPG" /></span></a></div><div class="separator" style="clear: both; text-align: left;"><span style="font-family: inherit;"><br />
</span></div><div class="separator" style="clear: both; text-align: left;"><span style="font-family: inherit;">This is a comparison of a completely stock AP2 S2000 vs. Kevin's final Fpro tuned numbers.</span></div><span style="font-family: inherit;"><br />
</span><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhObzrl9WJGhau2mtmE1xmfzz-ZTarMbop6FGXvlwIWBEB_9z-2BHMsv_jhoIgBz6ARTROetw2PkDDfV3z3pOebaWZpj4ScjBDIdIvJI6maRDqC0Hy8x5h3NH2eEq_xHvS0h8bXWZ9XNyOp/s1600-h/KevinTodaC_60mm+Dolphin.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: inherit;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhObzrl9WJGhau2mtmE1xmfzz-ZTarMbop6FGXvlwIWBEB_9z-2BHMsv_jhoIgBz6ARTROetw2PkDDfV3z3pOebaWZpj4ScjBDIdIvJI6maRDqC0Hy8x5h3NH2eEq_xHvS0h8bXWZ9XNyOp/s400/KevinTodaC_60mm+Dolphin.JPG" /></span></a></div><span style="white-space: pre-wrap;"><span style="font-family: inherit;"><br />
</span></span><br />
<span style="white-space: pre-wrap;"><span style="white-space: normal;"><span style="font-family: inherit;">The RED curve is what factory S2000 Vtec looks like on a dyno plot....it pretty much feels that way too. Vtec transition with the Toda C's were a lot more linear. The idle quality surprisingly was very good as it started and idled fine on the basemap. The valvetrain was not noticeably loud. Majority of the part throttle map did not need much editing. Most of the editing was fuel related, from 5k rpm's to redline at wide open throttle. </span></span></span><br />
<b><span style="font-family: inherit;">Pros:</span></b><br />
<ul><li><span style="font-family: inherit;">Combo makes great power from 5K+</span></li>
<li><span style="font-family: inherit;">Fpro tuning these cams was simple and straight forward</span></li>
</ul><b><span style="font-family: inherit;">Cons:</span></b><br />
<ul><li><span style="font-family: inherit;">The tops of the exhaust rockers MUST to be grinded down for the increased lift/duration. Do not install these cams without clearancing the rockers.</span></li>
</ul><div><b><span style="font-family: inherit;">Recommendations:</span></b></div><ul><li><span style="font-family: inherit;">We could have made more with an aftermarket cold air intake. We recommend Mugen with Mugen bumper or similar cold air with ducting.</span></li>
<li><span style="font-family: inherit;">The Toda 60mm Dolphin Tial is one of the smaller exhausts on the market. It had great sound with no cockpit resonation (CR does not have a soft top so we were quite surprised). Power numbers could have been higher with a larger diameter exhaust.</span></li>
</ul>BT Newshttp://www.blogger.com/profile/15295583826070652947noreply@blogger.comtag:blogger.com,1999:blog-1960605818937315024.post-7989297356225827662009-05-05T20:32:00.000-07:002011-07-21T23:16:29.697-07:00The Blacktrax dynoAnyone possessing even the slightest interest in their car's performance, particularly those who have invested time and money in power-adding modifications, has likely wondered just how much power their car puts to the ground. Some people like to know in order to amass bragging rights, others want to know simply out of curiosity, and then there are the devoted souls who spend quality time with their investments, coaxing out every last bit of horsepower to gain that winning edge.<br />
<a name='more'></a> <br />
<br />
When it comes to measuring a car's power output, the dynamometer is the only professional choice. However, choosing the right dyno can be difficult, for three different types exist, and each has its benefits and drawbacks. In addition, the many variables, a small number of which include tire pressure, vehicle tie-down/strap settings and drivetrain loss, can often complicate the tuning process as well as the dyno results. Complicating matters further is the tendency of many car owners to bounce around from dyno to dyno, eliminating the ability to validate true gains in horsepower measurements offered by utilizing the exact same dyno. And remember, not every tuner take such a simple approach.<br />
<br />
Blacktrax aims to make tuning simple and painless and has chosen to use a Dynapack system, for several reasons. Dynapack's hub style design (in which a hydraulic load cell, or absorption unit, is mounted to each of the car's hubs) was deemed superior for its ability to simulate load on a vehicle's motor at a user specified rpm, a feature not found on the inertia-style systems. This operator controlled function allows a specific RPM to be programmed into the computer to “lock” the engine in at the chosen speed, allowing the motor to be driven under a predetermined load amount. This has the benefit of allowing the tuner to virtually build a base map from scratch, a step used for engine break-in on custom built Blacktrax .<br />
<br />
At the same time, because this dyno design requires removing the drive tires and wheels, the heavy and often inaccurate weighted drum component is removed, which eliminates those variables mentioned earlier. Lastly, the hub design is considerably more space-friendly, allowing Blacktrax more flexibility in its working area as well as having the portability in transporting the dyno to special dyno day events or club gatherings.<br />
<br />
Blacktrax emphasizes the importance of not cutting corners, of paying full attention to all aspects of tuning for optimal results. Imagine a 10x20 cell (engine load vs. rpm) Microsoft Excel spreadsheet consisting of random numeric values. Now picture a tuner spending 1hr on the dyno but only editing 20% of this cell. That would result in a mere 40 cells out of 200 that were actually edited. If tuned properly, your engine will run awesome at WOT (Wide Open Throttle) but how often will the average enthusiast hit WOT? Assuming we generously give away 10% more of cells for tuning idle, then what happens to the other 70% of the map? Better not to think about that. Blacktrax’s approach is to promote full understanding of the importance of proper tuning and to advise and guide clients accordingly, in order to reach the outcome that is best for both owner and car.<br />
<br />
For every customer looking for the complete BlackTrax Tuning Package (not just your average WOT tuning) for his/her platform, BT abides by a strict protocol:<br />
<br />
At the standard Blacktrax rate of $185/hr., our basic protocol includes but is not limited to:<br />
<br />
1) Cold start<br />
2) Warm up <br />
3) Idle<br />
4) Part throttle tuning – get the most value for your dollar by increasing mpg<br />
5) Low & high cam tuning for variable valve timing engines<br />
6) Cam phasing & Cross-over<br />
7) WOT tuning<br />
8) Rev limit<br />
<br />
And remember, visiting the same dyno consistently also provides the added benefit of having the tuner be familiar with each individual’s setup. Blacktrax keeps a cataloged backup of all dyno log history as well as individual custom tunes. Even in these tough economic times, Blacktrax's choice of the Dynapack system, along with expert ECU tuning by Jei Chang, offers the most value and knowledge to any performance car owner wishing to take their vehicle’s power-production capability to the next level.Unknownnoreply@blogger.com