Went to the dyno today :)
06-29-2002 | 03:16 PM
#1
Thread Starter
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Joined: Jun 2002
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From: Lafayette, CO
Went to the dyno today :)
I took my car to the dyno today... It kind of worried me when the guy said "uh, I've never seen an Integra on one of these before", but it went very smoothly. My LS with I/H/E and 77k miles put down 126.1 whp and 113.6 wtq, and it was 90-100 F outside. That's slightly higher than most other dynos I've seen for LS'es with I/H/E. 
Anyone have a dyno of a stock Integra by any chance?
Mod info and the dyno plot are at: http://www.vMac.org/~weston/teg/ (click "6/29/02 Dyno and Mod List")
Anyone have a dyno of a stock Integra by any chance?Mod info and the dyno plot are at: http://www.vMac.org/~weston/teg/ (click "6/29/02 Dyno and Mod List")
06-30-2002 | 01:07 AM
#2
Colby
Joined: Mar 2002
Posts: 2,150
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From: Southeastern CT
My friend Chad, TriDawg on here has a 00 LS with:
AEM CAI w/ bypass
DC Sports 4-2-1 two-piece header
Bosal Pro Sport Exhaust (either axle-back or muffler only, not sure)
He put down 135.1 hp / 124 tq, but that was in New England, sea level or close. It was mid-April when he ran, so it was cool. A lot lower than 100.
I think I remember reading somewhere 118-124 was whp for stock LS. I'm not sure though.
AEM CAI w/ bypass
DC Sports 4-2-1 two-piece header
Bosal Pro Sport Exhaust (either axle-back or muffler only, not sure)
He put down 135.1 hp / 124 tq, but that was in New England, sea level or close. It was mid-April when he ran, so it was cool. A lot lower than 100.
I think I remember reading somewhere 118-124 was whp for stock LS. I'm not sure though.
06-30-2002 | 10:34 AM
#3
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From: Lafayette, CO
Wow, that's some pretty high numbers. :thumbup: LS'es with AEM CAI seem to do pretty well on dyno day.
Assuming the drive train loss is between 15% and 20%, stock should be 112-119 whp, and my 126whp would be 148-158 hp at the crank. But, I'm not sure what the actual drive train loss % is for 3rd gen LS'es. I've heard 20% is the generally accepted number for Hondas, but thats not very specific. That's why I want to see a stock LS dyno.
Assuming the drive train loss is between 15% and 20%, stock should be 112-119 whp, and my 126whp would be 148-158 hp at the crank. But, I'm not sure what the actual drive train loss % is for 3rd gen LS'es. I've heard 20% is the generally accepted number for Hondas, but thats not very specific. That's why I want to see a stock LS dyno.
06-30-2002 | 10:59 AM
#4
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From: northern california
my 94 rs put down 122.5 hp at 100 feet elevation, 72.5 degrees, barometric pressure at 29.92. the only mod was a K & N filter. That was a straight fourth gear pull. running through the gears, I had a peak of 128.1 hp at the top of third gear.
homer
homer
06-30-2002 | 04:49 PM
#6
Make me an offer
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From: Ann Arbor, Michigan
Adame: Bolt ons are not going to provide great results. All parts of an engine work together, if you just replace one part you are not going to see great results. With cams, tuning, and higher compression you would see some nice numbers.
Further, peak HP is far from the only thing you should concintrate on.
200 peak whp isn't going to help you if its only from 7,000 - 8,000rpm, and you have 100whp before that point.
The whole HP/TQ curve is what is important.
Further, peak HP is far from the only thing you should concintrate on.
200 peak whp isn't going to help you if its only from 7,000 - 8,000rpm, and you have 100whp before that point.
The whole HP/TQ curve is what is important.
06-30-2002 | 04:52 PM
#7
Colby
Joined: Mar 2002
Posts: 2,150
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From: Southeastern CT
I totally agree. I got the LS, because it was one of the last two new ones in the area, and it's a 2001. I only paid $1400 more than a used 99.
I'm debating a built CRVTEC or boosting my stock after my warranty is up.
I'm debating a built CRVTEC or boosting my stock after my warranty is up.
06-30-2002 | 04:57 PM
#8
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Joined: Jun 2002
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From: pensacola florida
Originally posted by StyleTEG
Adame: Bolt ons are not going to provide great results. All parts of an engine work together, if you just replace one part you are not going to see great results. With cams, tuning, and higher compression you would see some nice numbers.
Further, peak HP is far from the only thing you should concintrate on.
200 peak whp isn't going to help you if its only from 7,000 - 8,000rpm, and you have 100whp before that point.
The whole HP/TQ curve is what is important.
Adame: Bolt ons are not going to provide great results. All parts of an engine work together, if you just replace one part you are not going to see great results. With cams, tuning, and higher compression you would see some nice numbers.
Further, peak HP is far from the only thing you should concintrate on.
200 peak whp isn't going to help you if its only from 7,000 - 8,000rpm, and you have 100whp before that point.
The whole HP/TQ curve is what is important.
06-30-2002 | 05:54 PM
#10
Make me an offer
Joined: Mar 2002
Posts: 193
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From: Ann Arbor, Michigan
Originally posted by adame
Yes, i quite aware of that. I am just not impressed with the ls engine at all really.
Yes, i quite aware of that. I am just not impressed with the ls engine at all really.
, the B18B made more HP and more torque than
the C from about 2500-6000 rpm. The B18C only made more hp
than the B18B above 6000 rpm. Since drag racing is from ~6000-
8500+ rpm in a B18C, a GSR motor will be faster in a drag race.
(if in identical cars with the same weight, traction, etc.)
In other forms of racing where more of the rpms are used, the B18C will
have much less of an advantage over the B18B. Unless they are stock.
the C from about 2500-6000 rpm. The B18C only made more hp
than the B18B above 6000 rpm. Since drag racing is from ~6000-
8500+ rpm in a B18C, a GSR motor will be faster in a drag race.
(if in identical cars with the same weight, traction, etc.)
In other forms of racing where more of the rpms are used, the B18C will
have much less of an advantage over the B18B. Unless they are stock.
We built a 95 LS with a ported head (DPR), RC monster-bore T-body
(66 or 68mm), Longer valves (so that rocker geometry is correct with
reground cams), adjustable cam gears, and some big cams. The
head was milled and the engine runs at about 10:1 compression.
He also has DC headers, Thermal exhaust, iceman intake, no cat.
We tried 3 different cam sets, a medium grind from DPR that made 153 hp
at the wheels, but still idled good (all dyno numbers are from a Dynojet
dyno), a set of JG 301s that made 171 hp to the wheels, but we had to increase
fuel pressure and the idle sucked. The last set was the newer Gude cams
and they made 174 hp to the wheel, and their idle sucked too. Actually,
it sounds kinda cool, like blup, ba, bup-bup, bup, bup, bup-ba. This
particular car runs mid 13s on slicks. He ran back to back 13.55s at 98+
mph with some weight reduction. If you consider a 14% loss of power through the
drivetrain, this particular B18B makes around 202 hp at the flywheel.
(his rpm limit was removed, and peak power is about 7500 rpm.
Torque was about 138 or 139 to the wheels (161 ft lbs to the flywheel).
(66 or 68mm), Longer valves (so that rocker geometry is correct with
reground cams), adjustable cam gears, and some big cams. The
head was milled and the engine runs at about 10:1 compression.
He also has DC headers, Thermal exhaust, iceman intake, no cat.
We tried 3 different cam sets, a medium grind from DPR that made 153 hp
at the wheels, but still idled good (all dyno numbers are from a Dynojet
dyno), a set of JG 301s that made 171 hp to the wheels, but we had to increase
fuel pressure and the idle sucked. The last set was the newer Gude cams
and they made 174 hp to the wheel, and their idle sucked too. Actually,
it sounds kinda cool, like blup, ba, bup-bup, bup, bup, bup-ba. This
particular car runs mid 13s on slicks. He ran back to back 13.55s at 98+
mph with some weight reduction. If you consider a 14% loss of power through the
drivetrain, this particular B18B makes around 202 hp at the flywheel.
(his rpm limit was removed, and peak power is about 7500 rpm.
Torque was about 138 or 139 to the wheels (161 ft lbs to the flywheel).