http://www.hondata.com/tuning_the_tsx.html
Interesting read..
Would like to see a back to back of the toda vs DC headers :rolleyes:
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http://www.hondata.com/tuning_the_tsx.html
Interesting read..
Would like to see a back to back of the toda vs DC headers :rolleyes:
K20 Cams... Tempting....
Nice find :thumbsup:
3500rpm cam point. Nice.... Looks like the K24 needs lots of help breathing, and only FI is the way to help it...
Yeah great find :thumbsup:
Good read as well...
nice find, a very good read.
makes me want to do the headers now LOL
So the euroR intake manifold is compatible in cl9?
I'm interested about the Intake Manifold too but the Euro doesn't rev as high as the R unless some ECU modifications are made to increase the RPM cutout.. I wonder if it will be beneficial at all if the R's intake is optimised for higher RPMs as opposed to the Euro's 7400RPM cut out....Quote:
Originally Posted by LOC888
From the dyno, from start to 3600rpm, both intake manifolds are similar in torque. 3600rpm to 4900rpm, the standard intake is better. From 4900rpm to 6100rpm, both are similar with the edge to the standard. And 6100 to 7500rpm, both are same.
Power-wise, same to 3600rpm, then stock is gives more power until 6100rpm, where both are the same. I don't think it's worth it putting such short, large diameter headers when the K24 can't rev high to take advantage.
Quote:
The purple line involved only one change, from the long RBB intake manifold - to the short Accord Euro R RBC intake manifold. This manifold has shorter and larger diameter runners than the RBB intake. It is well optimized for high RPM breathing. A gain of 2-3 HP from 6200 RPM to the redline though is not enough to offset the loss of torque pretty much everywhere under 6000 RPM for this engine setup.