These runs were done with the following:
iceman cai, 2.5" cat, 2.5" brullen exh, aem pullies, ruffly tuned vafc, and ES mount inserts and of course the OE manifold (red) and mine (blue)
The vafc was NOT tuned for my header, we ran out of time and needed a 3rd O2S bung for thier sensor (which i didnt have in). So this vafc run give an advantage to the OE header which was tuned with a wideband at Yoshios in Torornto. So it will be even better when tuned (especaily when i can get adjustable cam gears).
It took about 3hrs to do this test (swaping hot headers is painfull) The Livernois MS crew were great. They do fabrication work, im going to set up a meeting with them to discus maybe having them do a run of 10 or so (better for everyone).
here is a comparison with the vafc "zero'd" no feul adjustment and Xover set to 5200rpm.
i took 30min of video and some digital stills, ill post those latter. I've got to get ready to drive to green bay.
oh yeah, a cop tried to ruin my day by giving me an absolutely BS ticket on the way to the dyno. I exited the freeway (driving like i always do, aka GRANDMA, i had a tottaly clean drving reccord till today) behind a double trailer gravel truck. i move into the next lave to avoid all the slag thats raining on my hood, then i notice the lane closure sign, so i pass the truck. Im slowing down to get back into my turnig lane, and theres the cop, waiting in a buisness driveway...gives me a ticket for 5 over, he was doing the same thing when i left latter today.. what a jerk, they should give them an IRS uniform when they pull stunts like that. I'll fight it, i feal like Rocky trying to get this project completed.. up hill battle.
EXCEPT all the great help PO.COM memebers have been. You guys and the Livernois MS staff have given so much lovethe ticket wont even ruin my day. w00t! Thanks again for making this happen guys! gotta go pack now, will psot pics later and vid next week.
all they gave me was print outs. they guys running the dyno was new (didnt even know how to save the files to jpg for the disks i brough)and i didnt want to push him (was already about 2hrs over time). I'll get those files when i go back for a meeting about fabrication.
EDIT: just called livernois, they'll email the dynojet files on monday, and ill post them here. where can i get the run view software you mentioned satan?
I am also wondering if because your motor is basically stock internally if it's giving good gains here, but would give even bigger gains on an N/A built motor....think we should ahead with the 4th gen build? If anything I will gain something over the greddy and it's a brand new header so I won't be complaining.
Boo too bad they can't e-mail them today, I wanted to mess with it. You cna get the runviewer software on www.dynojet.com
Was it hot out? Given the lower dynojet numbers I'm thinking the SAE correction will make them higher...
here are a few still pics,, I looked at the video, its good, i'll post it next week (when i get back, and have time to capture and edit it).
it was 82.9'f , bariPres 29.57 inHg, vaporPres 0.39 inHg when we did the runs, and, you'll notice in the pics, that the guy running the dyno didnt put a fan up front, so the temp probably was a small issue for overall #s. I think your right joel a modified engine might yield higher gains, but i think that proper tunning is most important (in-pipe, wideband O2 for fuel and cam gears).
Whats important are the gains over stock, and they are pretty good for a first prototype. I think better than anything but Mugen and SMSP, right? Also, keap in mind that i did these tests on an SH with a full exhaust and 93oct pump gas. Correct me if im wrong but the SMSP header (which looks like a well designed, great part, BTW) gets tested on a race only motor with no exhaust (i dont know about the fuel though). We got gains in torque and HP from 2500-7600rpm, thats good, drivable power.
So were talking about a 5 WHP Gain up top right? And how does Yoshio come into play here. I'm confused. BTW Yoshio will give you a higher reading cause he uses a Dynapack and not a Dynojet.
Header worked for sure. No question about that. but the overall numbers for the mods listed are pretty weak.
Keep up the good effort. I'd like to see the before and after tests on another H22 to see if there consistent or if they give better results.
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2001 Honda Prelude Special Edition @ 6.5 psi
1999 Honda CR-V EX Edition
1993 Honda Civic DX Coupe
Because compared to the baseline before it, there is a gain from 2500-7500 RPM. There's NO loss anywhere, whis is nice to see in a 4-1 header. The area under the curve is much fatter on the torque plot.
Nice work Brett. I should have some flanges for you next week BTW. Supplier closed early friday, end mill wasn't shipped out.
Originally posted by Keith I'm sorry... maybe I don't see it or something but how is 166 whpr and 135.3 torque good gains?
The blue graph is the stock header. Both runs done on the same day, swapping parts on the dyno. The overall numbers are relatively low, but it's the difference that's really important.
I say he did damn good for never having designed a header before!
guys those are STD numbers...given the Temp and Humidity Brett quoted the correction factor would put the numbers UP....I'll know for sure when I get the dynojet numbers on Monday for the viewer. I just did a calculation and the numbers do go up.
Remember his car is an SH which dynos 8-10who less....
Originally posted by Greek Lude So were talking about a 5 WHP Gain up top right? And how does Yoshio come into play here. I'm confused. BTW Yoshio will give you a higher reading cause he uses a Dynapack and not a Dynojet.
Header worked for sure. No question about that. but the overall numbers for the mods listed are pretty weak.
Keep up the good effort. I'd like to see the before and after tests on another H22 to see if there consistent or if they give better results.
Yoshio just did his old V-AFC tuning...it doesn't matter about yoshio's dyno, it's not being used here.
I'll be putting another version of it on my beast so we'll see what happens.
As the guys pointed out, the difference is whats important, not the overall numbers. Particualrly, i was happy to see torque improvements over the whole RPM range and STILL get a pit of top end HP. As they say at Ford "The customer feals torque but buys HP". I think i can get more from this design, with a pipe length tweak, ceramic coating, a particualr collector refinement and a new mid-flange arrangement (no more details till i build the version2 prototypes ).
i mentioned tuning at yoshios becuase the "vafc on" run had settings that were established on and for the OE manifold, so if i get the chance to tune for my mnifold i should get better gains there... yeah i know the overall #s suck... dont know what to say, someone sponsor me and my header then i re-build the motor
As stated above, it is important to note two things:
1. These are STD numbers on a hot day.
2. The peak numbers are insignificant and can't be compared to other cars on other dynos. What is important is the gain in area under the curve between the stock header vs the custom header.
IMO this header produced good results and there is more to be had with fine tuning. A very nice job for a first time designer.
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