New Dyno numbers at 12.9 psi
NAM #0001
Joined: Jun 2002
Posts: 4,050
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From: Cornelius, NC
Originally posted by NeverBX
ya but hondas arent boost dependant.
:db: j/k
ya but hondas arent boost dependant.
:db: j/k
DeeCeeFo'
Joined: Jul 2002
Posts: 5,755
Likes: 0
From: Scranton PA
Not that I know much when it comes to FI and what kind of numbers you're 'supposed' to be running. But I found them to be a bit low too... I would have expected more from a fully built engine on 12 lbs....:dunno:
I'm made of meat!
Joined: Mar 2003
Posts: 3,580
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From: Richmond, VA
Originally posted by TeHJuSTiN
My motor isn't, the turbo eclipses run anywhere from 7.8:1 (1st gens) and 8.5:1 (2nd gens). If I boost mine, it'll be around 8.8:1 compression to leave me some room for tuning.
My motor isn't, the turbo eclipses run anywhere from 7.8:1 (1st gens) and 8.5:1 (2nd gens). If I boost mine, it'll be around 8.8:1 compression to leave me some room for tuning.
Just paid for my JE 9:1 .020's for my GSX.
My eagle rods arrived Tuesday. ARP hardware shipped today. I'll be hitting 22 PSI on them, and I bet a 4g63 would hold way more than that with this setup. I stayed with the 2g head and intake manifold to maintain higher-than-1g intake port velocity. That really helps with fuel atomization and it also helps when you're running higher compression. 1g intake manifolds and intake head ports are actualy too big. That's why the 2g 4g63's got bumped to 8.5:1. They "fixed" the intake ports.Josh... 2" intercooler piping? Are you serious? For cryin' out loud... you've got a turbonetics hybrid. Get some pipes that fit your turbo's flow maps. Go here... http://www.burnsstainless.com You'll have to fab it, but there are mandrel bends, transitions, and straights of all different sizes and materials. But if you end up with Wiggin$ clamp$ on all of your pipe joints, I'm going to drive down there and slap you. Exhaust shops are only good for rolling beads on the ends of the 2.5"-3" pipes you bring them (hint hint...)
I called TRE today and requested that my GSX's tranny receive a Viscous Coupling Eliminator. This allows me to change it from AWD to FWD by locking the output shaft and the transfer case together with a splined shaft. That means I can dyno it locally in FWD mode. Nobody here has an AWD dyno, so tuning has always had to be done at/on the track. :rockon:
HIDs teh hotness!
Joined: Dec 2002
Posts: 3,196
Likes: 0
From: Newnan, Ga
Originally posted by Jafro
Why stop at 8.8:1? Trying to run over 24PSI? Do you have a 1g or a 2g?
Just paid for my JE 9:1 .020's for my GSX. My eagle rods arrived Tuesday. ARP hardware shipped today. I'll be hitting 22 PSI on them, and I bet a 4g63 would hold way more than that with this setup. I stayed with the 2g head and intake manifold to maintain higher-than-1g intake port velocity. That really helps with fuel atomization and it also helps when you're running higher compression. 1g intake manifolds and intake head ports are actualy too big. That's why the 2g 4g63's got bumped to 8.5:1. They "fixed" the intake ports.
Josh... 2" intercooler piping? Are you serious? For cryin' out loud... you've got a turbonetics hybrid. Get some pipes that fit your turbo's flow maps. Go here... http://www.burnsstainless.com You'll have to fab it, but there are mandrel bends, transitions, and straights of all different sizes and materials. But if you end up with Wiggin$ clamp$ on all of your pipe joints, I'm going to drive down there and slap you. Exhaust shops are only good for rolling beads on the ends of the 2.5"-3" pipes you bring them (hint hint...)
I called TRE today and requested that my GSX's tranny receive a Viscous Coupling Eliminator. This allows me to change it from AWD to FWD by locking the output shaft and the transfer case together with a splined shaft. That means I can dyno it locally in FWD mode. Nobody here has an AWD dyno, so tuning has always had to be done at/on the track. :rockon:
Why stop at 8.8:1? Trying to run over 24PSI? Do you have a 1g or a 2g?
Just paid for my JE 9:1 .020's for my GSX.
My eagle rods arrived Tuesday. ARP hardware shipped today. I'll be hitting 22 PSI on them, and I bet a 4g63 would hold way more than that with this setup. I stayed with the 2g head and intake manifold to maintain higher-than-1g intake port velocity. That really helps with fuel atomization and it also helps when you're running higher compression. 1g intake manifolds and intake head ports are actualy too big. That's why the 2g 4g63's got bumped to 8.5:1. They "fixed" the intake ports.Josh... 2" intercooler piping? Are you serious? For cryin' out loud... you've got a turbonetics hybrid. Get some pipes that fit your turbo's flow maps. Go here... http://www.burnsstainless.com You'll have to fab it, but there are mandrel bends, transitions, and straights of all different sizes and materials. But if you end up with Wiggin$ clamp$ on all of your pipe joints, I'm going to drive down there and slap you. Exhaust shops are only good for rolling beads on the ends of the 2.5"-3" pipes you bring them (hint hint...)
I called TRE today and requested that my GSX's tranny receive a Viscous Coupling Eliminator. This allows me to change it from AWD to FWD by locking the output shaft and the transfer case together with a splined shaft. That means I can dyno it locally in FWD mode. Nobody here has an AWD dyno, so tuning has always had to be done at/on the track. :rockon:
I'm made of meat!
Joined: Mar 2003
Posts: 3,580
Likes: 0
From: Richmond, VA
It's all about flow and efficiency... Boost doesn't make power. It's how much air you can move. You have to move CFMs, not add PSI. That 2" piping isn't helping. It's almost 1/4" smaller than your throttle body. PLEASE tell me it's not press-bent...?
So OG it hurts.
Joined: Mar 1999
Posts: 6,592
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From: VA
running 1 bar to get a 12 = boooo