Wow! Sounds like the answer to all our dreams. Kudos and thanks to all the pioneers and innovators.

Do I hear group buy? Too soon?

Anyways, I'm anxiously awaiting the results of all these tests. Maybe you guys can get all that rumored horsepower that Honda detuned from the F20C. Power and reliability.

Lastly, can you play with the redline? Something like 10k+ and power curves peaking at say 9.5k? I heard that the F20C can take higher rev limits mechanically. However, I don't know this for a fact and this is all HEARSAY! repeat HEARSAY! Can you imaging, 70+ in 2nd and 100+ in 3rd. Just thinkin' out loud and exploring the possibilities.

Again, THANKS

 

I gained 30 rwhp on my setup confirmed and I know there's more room to make because we can go leaner than we did and also we did not play with the rev limiter or the VTEC engagement point to see how it affects power. That will be the next session. I expect to pick up another 5-10 with more fine tuning.

193 to 223 isnt bad for a first time tuning session..

131 to 147 lb/ft. torque isnt too shabby either?!


Chris

 

Yeah, it seems like engine management is the key to cracking the F20C, I recall a Motec setup in Australia that got similar results to what you posted, and nobody believed them. However, they leaned the fuel out too much and eventually melted the motor.

 

Of course there's always the chance of motor meltage, but I'm running AFR's in the 12's a WFO, so I'm still way in the safe zone. Like I said, there's room to lean there so I know I can make more power.

Chris

 

Anything more than 13.0 is pushing it for maximum power Chris. You might see slight gains with a leaner ratio, but then your detonation risk comes up fast. "Theory" suggests that 12.7-13.2 is optimal for power, but every engine is different. Of course, anything is better than the 10.5-11:1 ratio the stock ECU runs up top. Are you also running tests on the street with an OBDII scantool hooked up to see if the knock sensor is triggering? I find that when tuning street cars (i.e. relatively heavy) on a dynojet that if you run bleeding edge on timing or mixture you risk getting detontation in the real world that you didn't get on the dyno. Scared the crap out of me the first time it happened (FI motor).

BTW, did you plot A/F ratios of your old VAFC runs (210+) vs. the new EMS runs? I'm wondering if the primary gains with the EMS over the VAFC (at least up top) are mostly timing. IOW, did you get the mixture pretty close with the VAFC?

UL

 

damn..I'm real anxious to see the results.

 

UL,
AEM has defineable logging events. I log many different things, one being the knock voltage and the raw data it puts out. I have my system setup to retard timing first, then add fuel in the event of a knocking event. So yes, I am very closely watching the knock sensor for this. As for the Vafc, we tuned it to run a bit leaner than we are now running on the EMS. Like I mentioned before I am running a richer mixture to cover the extra timing I have stuffed in there. I said earlier also that I expect to make gains but only from tuning out more fuel. I think that I could run about 13.5 safely at this point. Currently I am in the low 12's a full load WOT. We'll see how much room there is....

Chris