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Official: Dyno Chart Comparison & Calibration Registry

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#1,082 ·
K20Z3
3.5" CAI
RRC manifold, J35 TB (68-65mm)
Drag Cartel DIC
PLM (eBay) header with HFC
3" exhaust
RRC oil pump

237/163. Low end torque isn't great, motor didn't want much cam advance on the low cam. Full HyTech header/exhaust system ordered.

Image
 
#1,083 ·
sds said:
K20Z3
3.5" CAI
RRC manifold, J35 TB (68-65mm)
Drag Cartel DIC
PLM (eBay) header with HFC
3" exhaust
RRC oil pump

237/163. Low end torque isn't great, motor didn't want much cam advance on the low cam. Full HyTech header/exhaust system ordered.

Image
Click to expand...
Looking forward to updates with the Hytech combo but I bet you are pretty much maxing out peak HP on a k20z3 with DIC. AWOC posted his built k20 with high compression pistons, full bolt ons, cams, Hytech header, and Team 4Piston ported RBB cylinder head and was right at 250 peak hp.

Did you do a back to back before the DIC? I bet the stock cams had more low and mid range TQ.
 
#1,084 ·
BlackNDecker said:
Looking forward to updates with the Hytech combo but I bet you are pretty much maxing out peak HP on a k20z3 with DIC. AWOC posted his built k20 with high compression pistons, full bolt ons, cams, Hytech header, and Team 4Piston ported RBB cylinder head and was right at 250 peak hp.

Did you do a back to back before the DIC? I bet the stock cams had more low and mid range TQ.
Click to expand...
No back to back, but I dyno'ed 6WHP more than another 8th Si that was catless but ran the stock oil pump. I was surprised at the peak number on my car given I'm running a cheap exhaust setup with a cat.

The motor wouldn't take any more than 10-20* advance on the low cam, hoping the (much) longer HyTech header will help. The actual reason I chose the HyTech setup was because this PLM header is leaking and the 3" exhaust is giving me a headache. Will keep everyone posted--there's a 2 month lead time then I'll get Derek (d-rob) to retune everything and post up a new dyno.

All in all I expect similar peak numbers and a fatter torque curve on the low cam.
 
#1,085 ·
sds said:
No back to back, but I dyno'ed 6WHP more than another 8th Si that was catless but ran the stock oil pump. I was surprised at the peak number on my car given I'm running a cheap exhaust setup with a cat.

The motor wouldn't take any more than 10-20* advance on the low cam, hoping the (much) longer HyTech header will help. The actual reason I chose the HyTech setup was because this PLM header is leaking and the 3" exhaust is giving me a headache. Will keep everyone posted--there's a 2 month lead time then I'll get Derek (d-rob) to retune everything and post up a new dyno.

All in all I expect similar peak numbers and a fatter torque curve on the low cam.
Click to expand...
Sounds like you have a healthy motor. How many miles on it?
 
#1,094 ·
Does anyone have a dyno graph showing the difference in power with a max of 40 degree VTC vs 45 degree VTC gear? I have a 50 degree cam that I'd like to pin/limit to 45 degree for safety, but the only available pin size by TracTuff is 40 degree. I'm wondering how much power would be sacrificed by 5 degrees. My build is complete, but I haven't driven it or dyno'd it yet.

Stock internal 07' K24A2
50* VTC gear
Karcepts fuel rail
AEM FPR - set to stock K RSX-S
K-Pro V4
RBC IM
Type S TB
3" Karcepts CAI with velocity stack
Karcepts race swap header (R-Crew design)
2.5" test pipe
2.5" SMSP exhaust piping
Hytech twin loop muffler
Type S tranny w/ 4.7 FD
 
#1,095 ·
ITR 1102 said:
Does anyone have a dyno graph showing the difference in power with a max of 40 degree VTC vs 45 degree VTC gear?
Click to expand...
There is no general rule for it as the engine setup, here the exhaust vs. the intake will tell you how much torque you will loose. The point is you will only loose torque in a certain engine speed area. Normally no K24 engine likes more than 40° at low speed cam, so the torque reduction is only from VTEC point to around 5.5-6.0 krpm, just when the intake manifold can't keep the VE level and began to decrease torque you will have anyway to retard VTC down to around 20-25° at peak power (depending on your cams).

In short:
  • no lost in low speed cam
  • roughly 2-5 Nm lost from VTEC point to roughly 6000 rpm
  • neither peak power nor high end power reduction
Markus
 
#1,096 · (Edited)
Update:

Well i haven't been on the site much recently, but just got my car tuned again and thought i would share. Here is a link to what has led up to now http://www.k20a.org/forum/showthread.php?t=107797. Since last tune i have installed a 3" header back exhaust with vibrant 18" resonator and oval muffler, hybrid 74mm throttle body and added an additional 1 1/2' of 3 1/2" intake pipe with 6" velocity stack and filter to my existing 1 1/2' of 3" pipe.

Now this not a dyno comparison per say as i live in a different state now and the tunes were done on different dynos, but you will notice a pretty good dip in hp and torque which i assume is safe to say would have shown on either dyno with same tune, but with some time and finesse from Matt Shue he smoothed it out. None the less i am pleased with the results as i am always looking for more mid range.

On a side note I will be sending my kpro out for a version 4 upgrade so i can run the flex fuel to see what the motor will do on e85 currently on 93.

old tune on dynapack:



recent tune on dynojet:



overlay(more for visual. Pretty close but not 100% accurate just showing how much more linear the curve is)

 
#1,097 ·
allmotor98 said:
...Since last tune i have installed a 3" header back exhaust with vibrant 18" resonator and oval muffler, hybrid 74mm throttle body and added an additional 1 1/2' of 3 1/2" intake pipe with 6" velocity stack and filter
Click to expand...
Very nice torque lift, should be much more responding. How does it feel the difference to drive it? What about loudness?

I am looking forward to see the E85 results!

Markus
 
#1,098 ·
LotusElise said:
Very nice torque lift, should be much more responding. How does it feel the difference to drive it? What about loudness?

I am looking forward to see the E85 results!

Markus
Click to expand...
Car feels real nice! I use to be able to feel and hear the change from the low to high cam now it is non existent. Very smooth transition. Pulls pretty hard! As far as the exhaust... for me it is very tolerable. I had a 2 1/2" t1r exhaust on prior to this. Which I then changed out the muffler for a 2 1/2" vibrant muffler keeping the rest of the t1r piping. As of now i don't really hear a big difference. At full throttle it's a bit louder, but i like being at 1/2 to 3/4 throttle. Back roads are where i do most of my driving. I still have a t1r axle back muffler with silencer transitioned to 3" that i put on for track days.

As far as the e85 i'm looking forward to those results as well!
 
#1,099 ·
allmotor98 said:
Car feels real nice! I use to be able to feel and hear the change from the low to high cam now it is non existent. Very smooth transition. Pulls pretty hard! As far as the exhaust... for me it is very tolerable. I had a 2 1/2" t1r exhaust on prior to this. Which I then changed out the muffler for a 2 1/2" vibrant muffler keeping the rest of the t1r piping. As of now i don't really hear a big difference. At full throttle it's a bit louder, but i like being at 1/2 to 3/4 throttle. Back roads are where i do most of my driving. I still have a t1r axle back muffler with silencer transitioned to 3" that i put on for track days.
Click to expand...
Thanks, seems to be a pretty nice DD and WW :D.

Pretty nice and efficient engine setup! And thanks for the edit of the "comparison"!

Markus
 
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