Aaron is that yours?sounds good.Quote:
Originally Posted by aaronng
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Aaron is that yours?sounds good.Quote:
Originally Posted by aaronng
What the hell kind of intake noise is that? Ghetto what?????Quote:
Originally Posted by aaronng
And are you saying that that's the standard exhaust and headers?! :honda:
Very loud and powerful it seems. :thumbsup:
Thanks! Yup, that's mine.Quote:
Originally Posted by tony1234
It's the Ghetto™ intake (http://www.ozhonda.com/forum/showthread.php?t=53595). I have standard exhaust and headers, so I don't think I am making more power than stock.Quote:
Originally Posted by Lukey13
Sounds Soo Nice Though!!
you could check out the proracer A-spec from 5Zigen.
http://store.racinglab.com/ac03tsxk5zpr.html
I am really leaning towards that one myself.
I think people need to be very careful when talking about exhausts to "increase power" -- because exhaust systems tend to be tuned either for the lower-mid rev-zone or the upper rev-zone.
Tuning for the upper rev-zone means you use such things as "racing headers" which have longer primaries and generally you're increasing your maximum power output. This allows aftermarket manufacturers to make impressive claims about "10 kW increase in peak power", but that only happens right at the top of the rev range -- and how many people spend 80%+ of their time in a car with the engine at over 5000 rpm? This sort of tuning is really only useful for dyno shootouts and drag racing where you're looking for sustained maximum power high in the rev range. I suspect that the J-Tune exhaust falls into this category.
More useful for street use is the middle of the rev range -- where we spend most of our time. What you're actually doing there is not so much increasing the peak power (although you may be increasing the amount of power at a certain rev-point) as generally increasing the torque -- so you actually go somewhere when you put your foot down, rather than dropping the accelerator and waiting for the engine to spin up before you go anywhere. The Comptech headers are mid-range headers.
Many of the posts I see on the TSX boards are obsessed with "tell us the dyno results" -- which don't generally reflect the real-world driving picture unless you're smart enough to compare the middle of the graphs rather than just the peak outputs.
I just think people need to think carefully about how they drive their car, and what about it they actually want to improve before embarking on a quest for maximum power. I still remember an article on Autospeed about plenty of Integra Type Rs that lost power through mods trying to make more power. For me, based on the sort of driving that I do, I'd be looking to increase the mid-range without losing any of my top end (and generally most mid-range breathing mods make the top end a bit more free anyway).
I just think it's something that doesn't actually get discussed much... or maybe I'm just getting hung up on terminology! :)
it's a good point!
one thing to consider with the k24 though is that once it passes 5.5krpm-6krpm it starts to become starved for air because it's hard for the cylinders to be filled with air due to its really long stroke.
If you go for a more free flowing setup and plan on getting a tune later on you should increase the mid-range significantly.
That's why the jtune products allow the vtec point to be lowered to around 4000rpm. The K24's biggest advantage is always going to be it's mid range power.
If you don't plan on ever tuning the car or changing the vtec point tho all the extra flow you achieve won't be taken advantage of (just like any other car). If you check out the hondata reflash ppl in the states go crazy over its the 25+hp gain in the mid-range that makes it great bang for the buck, peak power is essentially unchanged.
From their early dynos, they got more gains in the mid range than at the upper RPM. I remember, the midrange got an additional 13kW over the gains at upper RPM. So I don't think thier headers are tuned for only the upper RPM range. Also, it's possible to sacrifice a little power up top for a big gain in the mid range, like what Toda headers do.Quote:
Originally Posted by Tobster
Quote:
Originally Posted by Chris_F
So In A Way I Have To Take Into Consideration Of Tuning The Car Or Changing The Vtec Point In The Future?
It's not the stroke. It's the cylinder volume. In fact, the longer stroke helps with filling. If it was a short stroke-large bore engine, the filling efficiency would be worse than it is now.Quote:
Originally Posted by Chris_F
So if the Euro would only benefit from a maximum exhaust pipe size of 60-63mm, what is the standard piping size and what will be the piping size of the Jtune product (when it's released in 2011)??
If the K-series powered race cars are anything to go by, a 3" system would be the way to go.Quote:
Originally Posted by Lukey13