Welcome to K20a.org Mightymintos. Nice to see Erick is still active and you had the advantage getting your car tuned by a bedrock of Honda K20 tuner. I still don't like the approach he tune the VTEC transition point, while customer like the torque hammer in the neck, but I assume you like his work result very much. Don't you?Stock block K20a2. Rbc intake manifold, grams 550 injectors, karcepts intake, rcrew gen 1 header, 3” straight pipe exhaust, kpro tuned by Ericks racing 250 hp 187 tq
Damn that’s really good power for 2.5” exhaust !Stock K20a2 (EK)
Motor: K20a2 (Full stock)
Header: Megan racing (Rcrew rep)
Intake/Fuel: RBC bored 70mm (NOT ported),70 TB Ktuned, 3" tube + Velocity stack filter , 550cc injectors
Exhaust: 2.5" Simons catback
Tranny: EP3 EDM, Dc5 flywheel
Misc Mods: K100
Others: Tegiwa crank pulley
E85 (96.8°F this day!)
I'm awaiting a 3" catback
What prices do you have in France per hour on a dyno?The car is now in 3 "exhaust and soon in electric water pump, depending on the price of the mapper, I will make an adjustment and we will see the score!
- Yes my friend, I already posted it above, here it is.
Sorry, I've forgot it. That's a pitty, otherwise I could have a look into the calibration and logging files and maybe could tune it remotely.However as we were talking about, I do not have this information because performed with a K100.
Thank you, I allowed myself to postpone your previous analysis of the curve compared to my 1st message with the dyno.Thanks for the dyno sheet. It looks like it has an interesting low speed cam torque curve and VTEC switch point. A pitty you can't download the calibration of the ECU with the K100. Would be interesting to see what the tuner did there.
I am ok with that.Thank you, I allowed myself to postpone your previous analysis of the curve compared to my 1st message with the dyno.
I set this duty in advance of the tuning work, to know the healtyness of the rings and other sealing systems of the combustion chamber. It is a safety and documentation issue for both, the owner and the tuner.No, there was no compression or leakdown test, the block is approximately 140kkms.
Peak torque is mainly driven by the intake manifold and the header and in a 1.5 order are the cams. With your setup max torque should be around 5.5 krpm.Okay, what would be shocking would be to get the max torque so soon?
He should know it quite well as you have shown. That low mid range torque, compared to the peak torque (stock cams!), can show two things: one the VTC map is not optimized (would be the ease to change case), the other the header and exhaust have a restriction, which reduces the capability to breath fully and forces the tuner to keep the VTC retarded. Later is the more worse case, as this issue has to be found and solved.It is possible that he did not consider it important to play with the VTC! I couldn't say.
The qualitative shape of the torque curve is the one I would expect from a K20A2 with stock IM, CAI, H and an ID 2.25" exhaust. Most engine setups with stock IM have peak torque around 5500 and hold it until 6500 rpm and then it declines. This IM seems to be a bit different. Do you have more data about the M2 IM? I am curious about it .Motor: K20a2 (Full stock, 200kkms)...Header: Dc sport 2.25"...Cams: Stock...Intake/Fuel: M2 manifold 70mm, 70TB...Exhaust: SRS G35 catback 2.25"in...98gas
Yes, I would like you to take a look at it. I would ask him for this file when modifying the map.If you like I can have a second view on it if you send me a picture of the low and high speed VTC map. Or you ask your tuner for the *.cal file, which would give me a more clearer picture of your engine, because you would speak with him in both cases.
Here are 2 pictures of the M2 Motorsport manifold.The qualitative shape of the torque curve is the one I would expect from a K20A2 with stock IM, CAI, H and an ID 2.25" exhaust. Most engine setups with stock IM have peak torque around 5500 and hold it until 6500 rpm and then it declines. This IM seems to be a bit different. Do you have more data about the M2 IM? I am curious about it .
Fine, calibration and a WOT and part load log file would be perfect, calibration alone would be also ok, but less effective for deep diving into it.Yes, I would like you to take a look at it. I would ask him for this file when modifying the map.
Many thanks for the pictures! According the torque curve the VE behavior is pretty different compared to the PRB, PRC, RBC and RRC (all OEM) intake manifolds. Seems it has shorter runners (confirmation of that would be cool ) as the peak torque happens a bit later with stock cams and the torque plateau is much shorter. This is also causing the little dip before VTEC, as VTEC switch point a bit later compared to OEM IM/OEM cams combinations with the DC 4-2-1 header for the EP3Here are 2 pictures of the M2 Motorsport manifold.
SO iam back:hi:
That's great 20v_lover! Don't you life at 1600 m above sea level? Atmospheric pressure relates to around 0-50 m above sea level. What was the injector duty cycle at peak power?RDX Injectors
Previous run on this specific dyno i only managed to make 197 kw that was on the accord.
Hi, yes that's correct.That's great 20v_lover! Don't you life at 1600 m above sea level? Atmospheric pressure relates to around 0-50 m above sea level. What was the injector duty cycle at peak power?