my ap1 back on the dyno with a 70 mm throttle body and a stepped intake
#101
Banned
in regards to e85, it was good for about 8-10hp on my completely stock motor with torque gains across the board.
Gernby is right about the exhaust, but it really depends on the configuration of the header as well. The simple fact is that 99.9% of customers will not pay for the time it takes to properly develop an exhaust for their car. every setup requires something different.
Its the last 5% of power that costs the most. getting the first 95% of available power is pretty easy and thats all most people are willing to pay for.
I have had some road race cars where we have days on the dyno testing exhausts and intakes because thats all we were allowed to change. It is crazy to see what happens when you spend the time and money to truly optimize and intake and exhaust system.
The strong signal is not as important on a fuel injected car, but it is something that has to be tuned for on carb'd cars, if the scavenging isnt just right you'd end up blowing the fuel back out of the intake.
Gernby is right about the exhaust, but it really depends on the configuration of the header as well. The simple fact is that 99.9% of customers will not pay for the time it takes to properly develop an exhaust for their car. every setup requires something different.
Its the last 5% of power that costs the most. getting the first 95% of available power is pretty easy and thats all most people are willing to pay for.
I have had some road race cars where we have days on the dyno testing exhausts and intakes because thats all we were allowed to change. It is crazy to see what happens when you spend the time and money to truly optimize and intake and exhaust system.
The strong signal is not as important on a fuel injected car, but it is something that has to be tuned for on carb'd cars, if the scavenging isnt just right you'd end up blowing the fuel back out of the intake.
#103
Registered User
Very insightful. I would even go so far as to say that up until recently, aftermarket manufacturers of N/A mods for the s2k haven't been pushing near that 95%. Now, with "new" (big exhausts and long intakes aren't new, only when it comes to the s2000) developments. I think you guys are getting close. Looking at brian's gains, 30-35 whp (~15% increase) is great for a 2L motor that already produces ~240hp. He's close to VQ35DE (original 350z 3.5L V6 motor) outputs with only intake and exhaust mods, granted without the torque.
#104
Gernby is right about the exhaust, but it really depends on the configuration of the header as well. The simple fact is that 99.9% of customers will not pay for the time it takes to properly develop an exhaust for their car. every setup requires something different.
Its the last 5% of power that costs the most. getting the first 95% of available power is pretty easy and thats all most people are willing to pay for.
Its the last 5% of power that costs the most. getting the first 95% of available power is pretty easy and thats all most people are willing to pay for.
My goal was to achieve the flattest torque curve possible with early VTEC engagement on an otherwise stock S2000, so I sold my aftermarket header, and put my stock header and intake back on for most of last year. I've never felt that the aftermarket headers showed enough improvement to design my exhaust around anything else. Putting my PWJDM back on worked out totally fine.
#106
Registered User
#107
Registered User
#108
#109
Thread Starter
i've tuned 2 s2k's with the plm header including my own car. i have not done a back to back comparison between the stock header and the plm header so i can't give you an accurate answer. i will say this though. the oem header is pretty damn good for a stock header.
#110
http://autospeed.com/cms/A_107749/article.html
This test seems to indicate that an intake can be too long and that there is an ideal length. Do you think this doesn't apply to the f20c?