***Official Post Your Dyno Numbers Thread***
09-21-2015, 02:15 PM
#391
A couple of years ago there was a dyno day at TDI South that included a stock AP1 from Lovegroova and The Loon's Mugenfest AP1. Having recently fitted a Mugen intake, TS-02 Tracy Sport manifold and Mugen exhaust I was impressed by the improvement in midrange torque.
Here's how a Mugen s2000 compares to a stock AP1 to highlight their differences. It's curious to see the curves on paper, since they look much like it feels in reality.
[attachment=79006:TDi-South-stock-s2000-dyno-Mugenfest-vs-stock-AP1.png]
For comparison, here's another car Ratty's included with a £50 ebay intake, decat and exhaust mod. As you can see, Ratty's decat helps it in the midrange from 4.5 to 6k and again up top. By contrast the Mugen's torque peak is lower and more accessible as a DD starting at 3.5k rpm and has a double rather than single peak giving it a significant boost.
I think this shows how Mugen set out to make as much torque as they could to make the car more drivable around town, while living with the midrange restriction of the stock cat. The tradeoff, is hardly anything up top, but then they set out to help cars on the road rather than track.
[attachment=79011:TDi-South-stock-s2000-dyno-Mugenfest-vs-stock-AP1-vs-eb-intake-decat-blueflame-exhaust.png].
Here's how a Mugen s2000 compares to a stock AP1 to highlight their differences. It's curious to see the curves on paper, since they look much like it feels in reality.
[attachment=79006:TDi-South-stock-s2000-dyno-Mugenfest-vs-stock-AP1.png]
For comparison, here's another car Ratty's included with a £50 ebay intake, decat and exhaust mod. As you can see, Ratty's decat helps it in the midrange from 4.5 to 6k and again up top. By contrast the Mugen's torque peak is lower and more accessible as a DD starting at 3.5k rpm and has a double rather than single peak giving it a significant boost.
I think this shows how Mugen set out to make as much torque as they could to make the car more drivable around town, while living with the midrange restriction of the stock cat. The tradeoff, is hardly anything up top, but then they set out to help cars on the road rather than track.
[attachment=79011:TDi-South-stock-s2000-dyno-Mugenfest-vs-stock-AP1-vs-eb-intake-decat-blueflame-exhaust.png].
09-24-2015, 01:00 AM
#392
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Regarding the engine it is a bit experimental being a long stroke version of the Honda F20C S2000 engine but done properly with all the right components.
The block is Darton sleeved with a bore of 89mm and a stroke of 99mm giving 2464cc, rods are Saenz custom design specifically for this engine fitted with L19 bolts, pistons are 2 ring with 18mm pins, compression ratio is 12:1 exactly, throttle bodies are again a bit different being 60mm tapered Jenvey bodies but 55mm at the butterfly but these do give a nice inlet tract and the engine runs on what is basically a standard Honda S2000 exhaust. The cams are from Cat with a duration at 1mm of 274 and 264 degrees respectively on the inlet and exhaust on the high speed lobes and 226 / 225 degrees on the low speed lobes, all a bit wild but these big long stroke engines can take them, lobe centreline angles on the high speed lobes are 104 and 100 degrees inlet and exhaust. There is no adjustable cam timing to map so that will save ages of time at the rollers, as for the VTEC cross over point we will have to optimise that during the mapping but I fancy it will be in the 5000 RPM plus range. The engine runs on a dry sump system and will run a fair bit of vacuum. The ECU is a DTA S80 and the map installed actually runs the engine so there are no strange timing issues. There is a MAP sensor and inlet air temperature sensor fitted but only for barometric and temperature compensation and to future proof the loom, injectors are 600cc and run at 3.5 bar fuel pressure, hope this will run on standard Shell Optimax but can add octane booster.
Until we get it on the rollers we wont obviously know where the peak power will be, frictional losses will knock the top off the power curve so a hard cut at 8500 RPM and a soft cut say 150 RPM earlier.
All this info came direct from my engine builder.
Dyno went well 318.5 bhp 209 ft lbs @ 6500. N/A
www.kittenkitcar.co.uk
The block is Darton sleeved with a bore of 89mm and a stroke of 99mm giving 2464cc, rods are Saenz custom design specifically for this engine fitted with L19 bolts, pistons are 2 ring with 18mm pins, compression ratio is 12:1 exactly, throttle bodies are again a bit different being 60mm tapered Jenvey bodies but 55mm at the butterfly but these do give a nice inlet tract and the engine runs on what is basically a standard Honda S2000 exhaust. The cams are from Cat with a duration at 1mm of 274 and 264 degrees respectively on the inlet and exhaust on the high speed lobes and 226 / 225 degrees on the low speed lobes, all a bit wild but these big long stroke engines can take them, lobe centreline angles on the high speed lobes are 104 and 100 degrees inlet and exhaust. There is no adjustable cam timing to map so that will save ages of time at the rollers, as for the VTEC cross over point we will have to optimise that during the mapping but I fancy it will be in the 5000 RPM plus range. The engine runs on a dry sump system and will run a fair bit of vacuum. The ECU is a DTA S80 and the map installed actually runs the engine so there are no strange timing issues. There is a MAP sensor and inlet air temperature sensor fitted but only for barometric and temperature compensation and to future proof the loom, injectors are 600cc and run at 3.5 bar fuel pressure, hope this will run on standard Shell Optimax but can add octane booster.
Until we get it on the rollers we wont obviously know where the peak power will be, frictional losses will knock the top off the power curve so a hard cut at 8500 RPM and a soft cut say 150 RPM earlier.
All this info came direct from my engine builder.
Dyno went well 318.5 bhp 209 ft lbs @ 6500. N/A
www.kittenkitcar.co.uk
10-28-2015, 07:45 PM
#393
Dynoed my basically stock AP1 today.92F5000 ft aslDyno corrected whp for atmospheric conditions.Peak numbers:201 whp124 wtq Mods:Custom CAIK&N cone filter63mm test pipeStraight pipe after resonatorThis was a baseline run. Planning some head work and an AEM Infinity ECU over the winter.At this altitude and today's conditions, the actual wheel hp was around 156whp, about a 22% reduction compared to sea level. This is, of course, what the dyno said.
Did you guys happen to get the SAE correction numbers as well?
ump pipe 1' after the catAnd thats it
10-29-2015, 04:05 AM
#394
244.1FWHP
157.4Ft lbs FWT
MY2001 S2000 Spec:-
-F20C2 from an 05 model
-AEM EMS2 Mapped by EFI parts in Runcorn
-AEM UEGO Wideband
-AEM V2 Intake
-Tegiwa/J's Racing rep exhaust manifold
-Invidia N1 unresonated 70mm Test pipe
-Milltek 70mm Single Exit catback
VTEC set at 4K RPM
Before I got her mapped, She was RR'd on the same rollers at 233.1 and 151ft lbs torque. That was without the mani, EMS2 and with an Invidia N1 60mm Dual setup.
11-15-2015, 08:21 PM
#395
00 Ap1 118xxx
Mods:
Aem series 2
Custom 3.5" CAI with 3.5" Velocity stack/Filter Combo
Js racing 70rr
Berk header
Hondata intake manifold gasket
Hondata Tb gasket
skunk 2 70mm Tb
stock Intake manifold ported runners and port matched to Tb (by shiva at straightline Motorsports)
Tuned by: Fred Morales aka Derf @derf.tuned
Dyno: Stp motorsports
(dynojet)
Baseline pull : 212.44whp 146.66trq (stock ecu)
Aem Series 2 : 223Whp 150.74trq
Gained a nice 20whp mid and about 20whp up top. I was more excited over the drivability of the car and how responsive the car is while cruising.
I currently acquired a set of RDX injectors from a buddy, so debating on going back for a retune on e85 as a station is about 10-12 mins from the house.
I do understand that modification will need to be done to run the rdx injectors so Im leaning more on no side of things but will see.
http://www.youtube.com/watch?v=g5Viq0vphTI
Mods:
Aem series 2
Custom 3.5" CAI with 3.5" Velocity stack/Filter Combo
Js racing 70rr
Berk header
Hondata intake manifold gasket
Hondata Tb gasket
skunk 2 70mm Tb
stock Intake manifold ported runners and port matched to Tb (by shiva at straightline Motorsports)
Tuned by: Fred Morales aka Derf @derf.tuned
Dyno: Stp motorsports
(dynojet)
Baseline pull : 212.44whp 146.66trq (stock ecu)
Aem Series 2 : 223Whp 150.74trq
Gained a nice 20whp mid and about 20whp up top. I was more excited over the drivability of the car and how responsive the car is while cruising.
I currently acquired a set of RDX injectors from a buddy, so debating on going back for a retune on e85 as a station is about 10-12 mins from the house.
I do understand that modification will need to be done to run the rdx injectors so Im leaning more on no side of things but will see.
http://www.youtube.com/watch?v=g5Viq0vphTI
05-12-2016, 10:08 AM
#396
Just got my car dyno'd again after two new mods. Blue line is after going from a stock header and Berk 63.5mm test pipe to a PLM header and 70mm Berk test pipe.
Red Line Mods:
Ballade sports 70mm tb
AEM V2 cold air intake
Berk 63.5mm TP
J's racing 70RS titanium
Blue Line Mods:
Ballade sports 70mm tb
AEM V2 cold air intake
PLM Header
Berk 70mm TP
J's racing 70RS titanium
Red Line Mods:
Ballade sports 70mm tb
AEM V2 cold air intake
Berk 63.5mm TP
J's racing 70RS titanium
Blue Line Mods:
Ballade sports 70mm tb
AEM V2 cold air intake
PLM Header
Berk 70mm TP
J's racing 70RS titanium
05-31-2016, 12:44 PM
#397
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Join Date: May 2016
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Regarding the engine it is a bit experimental being a long stroke version of the Honda F20C S2000 engine but done properly with all the right components.
The block is Darton sleeved with a bore of 89mm and a stroke of 99mm giving 2464cc, rods are Saenz custom design specifically for this engine fitted with L19 bolts, pistons are 2 ring with 18mm pins, compression ratio is 12:1 exactly, throttle bodies are again a bit different being 60mm tapered Jenvey bodies but 55mm at the butterfly but these do give a nice inlet tract and the engine runs on what is basically a standard Honda S2000 exhaust. The cams are from Cat with a duration at 1mm of 274 and 264 degrees respectively on the inlet and exhaust on the high speed lobes and 226 / 225 degrees on the low speed lobes, all a bit wild but these big long stroke engines can take them, lobe centreline angles on the high speed lobes are 104 and 100 degrees inlet and exhaust. There is no adjustable cam timing to map so that will save ages of time at the rollers, as for the VTEC cross over point we will have to optimise that during the mapping but I fancy it will be in the 5000 RPM plus range. The engine runs on a dry sump system and will run a fair bit of vacuum. The ECU is a DTA S80 and the map installed actually runs the engine so there are no strange timing issues. There is a MAP sensor and inlet air temperature sensor fitted but only for barometric and temperature compensation and to future proof the loom, injectors are 600cc and run at 3.5 bar fuel pressure, hope this will run on standard Shell Optimax but can add octane booster.
Until we get it on the rollers we wont obviously know where the peak power will be, frictional losses will knock the top off the power curve so a hard cut at 8500 RPM and a soft cut say 150 RPM earlier.
All this info came direct from my engine builder.
Dyno went well 318.5 bhp 209 ft lbs @ 6500. N/A
www.kittenkitcar.co.uk
The block is Darton sleeved with a bore of 89mm and a stroke of 99mm giving 2464cc, rods are Saenz custom design specifically for this engine fitted with L19 bolts, pistons are 2 ring with 18mm pins, compression ratio is 12:1 exactly, throttle bodies are again a bit different being 60mm tapered Jenvey bodies but 55mm at the butterfly but these do give a nice inlet tract and the engine runs on what is basically a standard Honda S2000 exhaust. The cams are from Cat with a duration at 1mm of 274 and 264 degrees respectively on the inlet and exhaust on the high speed lobes and 226 / 225 degrees on the low speed lobes, all a bit wild but these big long stroke engines can take them, lobe centreline angles on the high speed lobes are 104 and 100 degrees inlet and exhaust. There is no adjustable cam timing to map so that will save ages of time at the rollers, as for the VTEC cross over point we will have to optimise that during the mapping but I fancy it will be in the 5000 RPM plus range. The engine runs on a dry sump system and will run a fair bit of vacuum. The ECU is a DTA S80 and the map installed actually runs the engine so there are no strange timing issues. There is a MAP sensor and inlet air temperature sensor fitted but only for barometric and temperature compensation and to future proof the loom, injectors are 600cc and run at 3.5 bar fuel pressure, hope this will run on standard Shell Optimax but can add octane booster.
Until we get it on the rollers we wont obviously know where the peak power will be, frictional losses will knock the top off the power curve so a hard cut at 8500 RPM and a soft cut say 150 RPM earlier.
All this info came direct from my engine builder.
Dyno went well 318.5 bhp 209 ft lbs @ 6500. N/A
www.kittenkitcar.co.uk
05-31-2016, 02:20 PM
#398
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Join Date: Nov 2013
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Originally Posted by unijacko67' timestamp='1443085205' post='23756383
Regarding the engine it is a bit experimental being a long stroke version of the Honda F20C S2000 engine but done properly with all the right components.
The block is Darton sleeved with a bore of 89mm and a stroke of 99mm giving 2464cc, rods are Saenz custom design specifically for this engine fitted with L19 bolts, pistons are 2 ring with 18mm pins, compression ratio is 12:1 exactly, throttle bodies are again a bit different being 60mm tapered Jenvey bodies but 55mm at the butterfly but these do give a nice inlet tract and the engine runs on what is basically a standard Honda S2000 exhaust. The cams are from Cat with a duration at 1mm of 274 and 264 degrees respectively on the inlet and exhaust on the high speed lobes and 226 / 225 degrees on the low speed lobes, all a bit wild but these big long stroke engines can take them, lobe centreline angles on the high speed lobes are 104 and 100 degrees inlet and exhaust. There is no adjustable cam timing to map so that will save ages of time at the rollers, as for the VTEC cross over point we will have to optimise that during the mapping but I fancy it will be in the 5000 RPM plus range. The engine runs on a dry sump system and will run a fair bit of vacuum. The ECU is a DTA S80 and the map installed actually runs the engine so there are no strange timing issues. There is a MAP sensor and inlet air temperature sensor fitted but only for barometric and temperature compensation and to future proof the loom, injectors are 600cc and run at 3.5 bar fuel pressure, hope this will run on standard Shell Optimax but can add octane booster.
Until we get it on the rollers we wont obviously know where the peak power will be, frictional losses will knock the top off the power curve so a hard cut at 8500 RPM and a soft cut say 150 RPM earlier.
All this info came direct from my engine builder.
Dyno went well 318.5 bhp 209 ft lbs @ 6500. N/A
www.kittenkitcar.co.uk
The block is Darton sleeved with a bore of 89mm and a stroke of 99mm giving 2464cc, rods are Saenz custom design specifically for this engine fitted with L19 bolts, pistons are 2 ring with 18mm pins, compression ratio is 12:1 exactly, throttle bodies are again a bit different being 60mm tapered Jenvey bodies but 55mm at the butterfly but these do give a nice inlet tract and the engine runs on what is basically a standard Honda S2000 exhaust. The cams are from Cat with a duration at 1mm of 274 and 264 degrees respectively on the inlet and exhaust on the high speed lobes and 226 / 225 degrees on the low speed lobes, all a bit wild but these big long stroke engines can take them, lobe centreline angles on the high speed lobes are 104 and 100 degrees inlet and exhaust. There is no adjustable cam timing to map so that will save ages of time at the rollers, as for the VTEC cross over point we will have to optimise that during the mapping but I fancy it will be in the 5000 RPM plus range. The engine runs on a dry sump system and will run a fair bit of vacuum. The ECU is a DTA S80 and the map installed actually runs the engine so there are no strange timing issues. There is a MAP sensor and inlet air temperature sensor fitted but only for barometric and temperature compensation and to future proof the loom, injectors are 600cc and run at 3.5 bar fuel pressure, hope this will run on standard Shell Optimax but can add octane booster.
Until we get it on the rollers we wont obviously know where the peak power will be, frictional losses will knock the top off the power curve so a hard cut at 8500 RPM and a soft cut say 150 RPM earlier.
All this info came direct from my engine builder.
Dyno went well 318.5 bhp 209 ft lbs @ 6500. N/A
www.kittenkitcar.co.uk
06-01-2016, 04:31 AM
#399
Car: UK spec MY2005 "AP2", 40k miles, completely stock -v- completely stock with eBay 58mm test pipe and CEL restrictor.
Dyno: Automotive Performance Tuning's Dyno Dynamics rolling road.
Baseline run:
https://www.youtube.com/watch?v=CkbXpePNEJQ
Stock plus test pipe:
https://www.youtube.com/edit?o=U&video_id=NhvM7n8urzo
Dyno: Automotive Performance Tuning's Dyno Dynamics rolling road.
Baseline run:
https://www.youtube.com/watch?v=CkbXpePNEJQ
Stock plus test pipe:
https://www.youtube.com/edit?o=U&video_id=NhvM7n8urzo
06-03-2016, 11:08 AM
#400
Ap1 Tuned by Evans Tuning. 222 WHP 144 TQ
Engine:
Stock F20C Engine
Brian Crower Stage 2 Cams
Brian Crower Valve Springs
Brian Crower Steel Retainers & Seats.
Factory Intake Manifold Ported To 70mm TB
Performance Modifications:
Ballade Sports Header
Borla Cat Back Exhaust
Berk 67.5mm Test Pipe
Ballade Sports Intake Tube
K&N Velocity Stack Filter
Replica Spoon Snorkel
Fuel System:
Stock Fuel System
Engine Management
AEM EMS
Engine:
Stock F20C Engine
Brian Crower Stage 2 Cams
Brian Crower Valve Springs
Brian Crower Steel Retainers & Seats.
Factory Intake Manifold Ported To 70mm TB
Performance Modifications:
Ballade Sports Header
Borla Cat Back Exhaust
Berk 67.5mm Test Pipe
Ballade Sports Intake Tube
K&N Velocity Stack Filter
Replica Spoon Snorkel
Fuel System:
Stock Fuel System
Engine Management
AEM EMS