^ harsh but true . At the end of the day the motor you just spend all this money on will get taken by a standard jdm k20a or a2
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^ harsh but true . At the end of the day the motor you just spend all this money on will get taken by a standard jdm k20a or a2
shnap
Adrian, had timmy had his runs done the same as most others, how would it affect his output readings?Quote:
Originally Posted by TODA AU
It would have shown a lower reading by approx 8~10kwQuote:
Originally Posted by will13
Interesting - perhaps timmy should use your dyno for comparison
Adrian, I have emailed Scott at Insight to get some imput into this matter.. As i am not trained in Dyno tuning or have even the slightest clue as to what factors affect dyno runs I thought i would ask.. This is from ScottQuote:
Originally Posted by TODA AU
"as discussed, your dyno printout was actually designed to demonstrate a lack of power increase and the need for additional modifications to improve engine hp. It was
not designed to illustrate any drastic improvement. This was the
intended point of the comparison graph. There were many runs indicating
kw figures almost identical to the sheet ran on various ramp rates."
Scott also said
"Adrian is actually 100% correct referring to the ramp rate
which can affect accurate kw comparison figures. Very high kw turbocharged engines can have quite a large affect on the output kw."
Hope this sheds some light on the matter and put this issue to bed... But it seems that there was no 8-10kw change from the variety of ramp rates at which my car was tune on..
Shed some light… Good one Tim, I mean Mr HBNALM (Hearing but not actually listening man)Quote:
Originally Posted by Timmy_B
I agree with Scott… If you vary only the ramp rate on a low powered slug, the variation in output will minimal. Also the higher the vehicle output, the greater the variation due to ramp rate change.
But I didn't say just that. I said your output didn't have the hobling factor of both a lower ramp rate & lower inertia. The devil is in the detail & the missing magic word is inertia.
It's the combination of the two that makes a real difference easily accounts for 8~10kw stated previously.
Of course, whether you believe me or not is bye the bye,
Fact of the matter is when you run your car up in Shoot 4, you're going to be in for a reality check.
Anyway, one day you’ll have the benefit of hindsight. :thumbsup:
Adrian, I appriciate your concern on the matter and its good to get someone opinion as well.. I think after the first dyno sheet was posted up of the wrong power figure by that John Collins Dyno, i realised that there are alot of factors that can produce false readings.. And its a whole new world that i wont understand.
After everything we have spoken about, be the dyno is realistic or 10kw off im still happy.. Thats one thing you can't question. And to me its the most important. The car drive great, feels great and brakes great and too some, looks great.
back on topic...
Customer Car
Engine - Sleeved B18C + SPL Port tuned PR3 head
Displacement - 1979cc
Bore -85.00mm
Stroke - 87.20mm
CR - Undisclosed
Camshafts - TODA Racing
Camgear Settings - Undisclosed
Gearbox - S80 + M-Factory Straight cut, close ratio gear kit, final drive & Plate type LSD
I/H/E - Mugen Air Box, SPL 80mm Air pipe, TODA carbon surge tank, TODA 50mm quad throttles, TODA B18C V2 exhaust manifold + M-Factory 60mm cat back
ECU - MOTEC M800
http://i235.photobucket.com/albums/e...011024x746.jpg
I've refined my proven combination more by incorperating my latest head port tuning data.
I'm also now using Dave's CNC chambers
Results are pleasing so far with more to come in the future.
Far out can I have that motor please Adrian lol btw I need to contact u bout my Hondata lol I've been busy as ...
Looks like Leonard's setup??
Fuuuuuu K series killer !!!!! Wow I'm impressed, any reason why kept the itr crank ? Reliability ?