TSX Dynos
04-20-2005, 11:16 AM
#201
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Interesting. Exhaust on it's own hasn't been proven to affect dynos more than a negligible amount, but headers have. I'm wondering if hondata affects this some how.
04-20-2005, 11:57 AM
#204
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Originally Posted by jiggaman
so who has posted the best dyno so far?
-manufacturer/type
-location (altitude)
-temperature/humidity
-calibration
A stock TSX on a poorly calibrated dynapak dyno at sea level on a dry -30° day could probably put down 200whp. Then you could get someone in the middle of summer in CO on a mustang dyno put down 150whp.
The only thing you should look at is the difference between runs on the same dyno preferably on the same day.
04-20-2005, 12:05 PM
#205
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Originally Posted by JTso
Since the posted results are from different dynos, the more meaningful numbers are from our own before and after results. I gained about 30hp and 15tq at 6000rpm range.
anyways, I still want to see a dynojet of someone with comptech i/h and hondata to see how the torque curve compares!
04-20-2005, 03:55 PM
#206
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I'm going to add a header, possibly Comptech in the new few weeks/months. I'll definitely get it dyno'd again. I do anticipate that making a good jump in horsepower. By doing so, I can still free up some lost potential in the Hondata reflash due to it being optimized for a header. Combine that, with actually adding a header for its gains alone, and I am hoping there is around 10 whp to be gained, peak.
As far as who has the best dyno... I nominate me :-D
As far as who has the best dyno... I nominate me :-D
04-20-2005, 04:01 PM
#207
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From vtec.net on an accord 2.4 comapro: http://www.vtec.net/articles/view-ar...ticle_id=80004
************************************************** **************
Note: Interpreting dyno charts - Dynapack runs are somewhat different than Dynojet measurements. In particular, the Dynapack loads up the engine for a second or two before making a measurement run. This leads to somewhat high torque numbers at the start of the run because the engine is making maximum output without accelerating, which means there are no accelerational losses to speak of. Its a minor factor for NA cars, but for automatics the torque converter will often slip and cause excessively high readings that don't correspond to actual engine output, but they do reflect real world torque at the ground.
Readings between different sorts of dynos can not be directly compared, but in general the Dynapack will read at least 10 hp and 5 lbs-ft of torque _higher_ than a Dynojet. Also note that the charts say "flywheel torque" and "flywheel power". This is an artifact of the Dynapack software. Note the "tcf" factor in the lower portion of the screen. When set to 1.00, the graphs reflect the power measured at the hubs. If one wishes to, the factor can be changed to try and estimate back to crank or flywheel outputs. I don't believe in doing this as its a rough estimation at best, introduces another source of confusion, and really doesn't tell us anything useful.
************************************************** *************
TCF on all the dynapack runs from hondata/church = 1 = hub hp and tq.
************************************************** **************
Note: Interpreting dyno charts - Dynapack runs are somewhat different than Dynojet measurements. In particular, the Dynapack loads up the engine for a second or two before making a measurement run. This leads to somewhat high torque numbers at the start of the run because the engine is making maximum output without accelerating, which means there are no accelerational losses to speak of. Its a minor factor for NA cars, but for automatics the torque converter will often slip and cause excessively high readings that don't correspond to actual engine output, but they do reflect real world torque at the ground.
Readings between different sorts of dynos can not be directly compared, but in general the Dynapack will read at least 10 hp and 5 lbs-ft of torque _higher_ than a Dynojet. Also note that the charts say "flywheel torque" and "flywheel power". This is an artifact of the Dynapack software. Note the "tcf" factor in the lower portion of the screen. When set to 1.00, the graphs reflect the power measured at the hubs. If one wishes to, the factor can be changed to try and estimate back to crank or flywheel outputs. I don't believe in doing this as its a rough estimation at best, introduces another source of confusion, and really doesn't tell us anything useful.
************************************************** *************
TCF on all the dynapack runs from hondata/church = 1 = hub hp and tq.
04-20-2005, 05:19 PM
#209
I like to think of it this way. The numbers from a Dynapack means hp and torque applied to the wheels, while the numbers from a Dynojet means hp and torque applied to the ground.
04-20-2005, 05:44 PM
#210
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Originally Posted by vwong
I like to think of it this way. The numbers from a Dynapack means hp and torque applied to the wheels, while the numbers from a Dynojet means hp and torque applied to the ground.
this is mainly for those members, who shall remain nameless, who didnt' believe me that the dynapack was measure hub torque past all the internal engine losses as opposed to fly wheel torque.As an aside anyupdated impressions of hondata? Still enjoying it?
04-20-2005, 05:49 PM
#211
Originally Posted by TinkySD
As an aside anyupdated impressions of hondata? Still enjoying it?
I only get to drive it on the weekends sometimes. Occasionally week nights when my wife and I go out for dinner.
Honda should tune the TSX like the Hondata reflash from the factory.
05-13-2005, 09:05 AM
#213
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On the dyno chart above, interesting that the torque is slightly lower after the reflash in a few spots in the lower rpm range. Guess that is due to being stock. I don't know much about reading dyno charts, so perhaps those points are meaningless anyway in real world situation.
I am just recently reflashed on a 5AT, with only an icebox intake, and I could swear that there is no point where my car pulls any less now. And it clearly pulls harder not only in the higher rpm range but it also seems much more responsive in the lower rpm range too. And even before WOT.
Is it just me thinking this, because I thought I read that Hondata only modified mapping at WOT, but I seem to feel more response than before even at partial throttle.
And Hondata - was there ever a clear response (or did I miss it) about implications of using lower octane gasoline on a reflashed tsx. Doubt it will ever happen, but just want to know how serious it might be if it does happen by accident. thanks.
hondata + kindle + tsx = good, very good...
I am just recently reflashed on a 5AT, with only an icebox intake, and I could swear that there is no point where my car pulls any less now. And it clearly pulls harder not only in the higher rpm range but it also seems much more responsive in the lower rpm range too. And even before WOT.
Is it just me thinking this, because I thought I read that Hondata only modified mapping at WOT, but I seem to feel more response than before even at partial throttle.
And Hondata - was there ever a clear response (or did I miss it) about implications of using lower octane gasoline on a reflashed tsx. Doubt it will ever happen, but just want to know how serious it might be if it does happen by accident. thanks.
hondata + kindle + tsx = good, very good...
05-13-2005, 09:25 PM
#214
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Originally Posted by LI_NY_1
And Hondata - was there ever a clear response (or did I miss it) about implications of using lower octane gasoline on a reflashed tsx. Doubt it will ever happen, but just want to know how serious it might be if it does happen by accident. thanks.
Originally Posted by hondata
Originally Posted by sauceman
Hondata, while you're here, can you answer this, please.
-Will the re-flash still allow me to obtain CELs for problems like O2 sensors and etc? Will it be still diagnosable for Acura dealers?
-About the increased cutoff, why is it possible, and not already done by Honda? Are there potential issues of riding the engine to 7600 regularly, and into the redline zone for prolonged times like in 4th and 5th gear? Or should we just use the extra few revs in case of it really being needed only, like on the occasionnal drag race, but not more?
-Will the re-flash still allow me to obtain CELs for problems like O2 sensors and etc? Will it be still diagnosable for Acura dealers?
-About the increased cutoff, why is it possible, and not already done by Honda? Are there potential issues of riding the engine to 7600 regularly, and into the redline zone for prolonged times like in 4th and 5th gear? Or should we just use the extra few revs in case of it really being needed only, like on the occasionnal drag race, but not more?
The ECU functions normally as far as CEls and dealer servicing. No changes were made here.
Why did Honda not lower the VTEC point and do the tuning we did? To get the exact answer you will need to ask them.
In general, the ECU is tuned for worst case scenario - poor fuel and poor maintenance. Users of the reflash are expected to use high octane and look after their cars.
Honda may have limited the performance in this model to enable a bigger HP upgrade in a future model.
The increase in rev limit is only small - 300 rpm. We do not believe it will have any adverse effect on the engine's life. Do not bounce your car off the rev limiter. That is much harder on the engine, even with a 7300 rpm limit.
Originally Posted by hondata
You may (or may not) feel some part throttle improvement at lower RPM under 3000 rpm. For everything else, only WOT was optimised (about the last 20% of throttle)
Meaning that mostly open loop mode has been optimised and closed loop has been left to stock settings. Which lead me to these conclusions:
Originally Posted by sauceman
As long as you don't WOT your car, then you should be okay, since Hondata modifications to the fuel maps concern open loop mode only.
Open loop mode is used for the most part when you are full throttle.
I remember Hondata saying in that large thread that Honda hadn't programmed their ECU as aggressive as Honda because they need to consider that some users don't take as good care of their car as they should, and would use 87 octane, whereas Hondata, with an aggressive fuel map assumes that only premium will be used.
In other words, it looks as though their revised fuel map has no provisions to retard ignition in case of knock when at WOT. So obviously, 91 octane is very advisable if you don't want to damage your engine internals.
Hondata, please comment further.
Open loop mode is used for the most part when you are full throttle.
I remember Hondata saying in that large thread that Honda hadn't programmed their ECU as aggressive as Honda because they need to consider that some users don't take as good care of their car as they should, and would use 87 octane, whereas Hondata, with an aggressive fuel map assumes that only premium will be used.
In other words, it looks as though their revised fuel map has no provisions to retard ignition in case of knock when at WOT. So obviously, 91 octane is very advisable if you don't want to damage your engine internals.
Hondata, please comment further.
05-16-2005, 04:27 PM
#216
- We always recommend using 91.
- The ECU with reflash still retards ignition at full or part throttle if it detects knock
- Most of the optimisation has taken place at full throttle, but there is some ignition advance at part throttle low cam to improve response.
- The ECU with reflash still retards ignition at full or part throttle if it detects knock
- Most of the optimisation has taken place at full throttle, but there is some ignition advance at part throttle low cam to improve response.
05-16-2005, 11:52 PM
#218
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im going to a dyno day on May 25. Its 30 bucks for 3 runs. I have an a/t with hondata, injen cai, dc header, and comptech exhuast. I'm looking foward to getting the results. Will post.
If anyone lives in south florida area near Broward send me a message if your interested in attending.
If anyone lives in south florida area near Broward send me a message if your interested in attending.
05-28-2005, 07:56 PM
#220
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Interesting Thread. I'm quite impressed on the Hondata for the TSX.
Hello from CL and OT forums
Can't wait till CT comes out with the S/C for the TSX (K20A2 ?)
Hello from CL and OT forums
Can't wait till CT comes out with the S/C for the TSX (K20A2 ?)
05-29-2005, 01:05 AM
#221
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here's my dyno - 176.38 HP | 153.5 TQ before correction.
http://tashaworld.ath.cx:10254/aw/dyno5282005/5.28.2005 dyno.jpg
http://tashaworld.ath.cx:10254/aw/dyno5282005/5.28.2005 dyno.jpg
05-29-2005, 01:14 AM
#222
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the date changed til tomorrow (sunday) so ill have the dynos posted up late tomorrow
going to be pretty hot out tomorrow, just like every day down here in south florida
going to be pretty hot out tomorrow, just like every day down here in south florida
05-29-2005, 03:50 PM
#223
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just got back from being at the dyno all day. Didnt even run my car yet. IM going back around 7 when it gets cooler out to run my car. 90 degree humid weather there all afternoon, hoping it drops tonight.
Alot of clubrsx is there and their turbonetics car rsx team was also there. None of them are running their cars until the end of the day, gonna be some fun.
Alot of clubrsx is there and their turbonetics car rsx team was also there. None of them are running their cars until the end of the day, gonna be some fun.
05-29-2005, 09:18 PM
#224
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Well finally got my runs in. Im not dissapointed with the results, but i am also not pleased. I ran the car at nighttime, it was 82 degree when doing the dyno and just finshed raining. Now what i do not understand are the torque numbers i got. Why are they so low? The hp looks about right the the torque is nowhere near what it should be. I have an AT with i/h/e and hondata. Comments appreciated.
06-11-2005, 03:10 PM
#227
Photography Nerd
Originally Posted by jonnerd154
Do you have the a/f graphs also? I bet some tweaking to the fuel maps could give you even more power.
K-Pro isn't available yet...
06-11-2005, 11:32 PM
#228
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Originally Posted by Dan Martin
And how do you plan on doing that?
K-Pro isn't available yet...
K-Pro isn't available yet...
I'm just making notes out loud
07-07-2005, 03:10 AM
#230
Special-K
I dyno'd 172WHP max and 148WTQ max on DynoJet. It was 89 degrees out. And also before i drove to TurboTrixRacing, i went to fill my car up with gas..i asked for Super and the guy started putting Regular!.. it was alil over 1 1/2 gallons of Regular before i saw it!! I was about to catch a case! But i dont think that killed some horses
07-07-2005, 06:52 PM
#231
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Originally Posted by PrecyseStylez
I dyno'd 172WHP max and 148WTQ max on DynoJet. It was 89 degrees out. And also before i drove to TurboTrixRacing, i went to fill my car up with gas..i asked for Super and the guy started putting Regular!.. it was alil over 1 1/2 gallons of Regular before i saw it!! I was about to catch a case! But i dont think that killed some horses
09-28-2005, 01:15 PM
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JTso, you've still got me on torque, but I now have the highest HP. :tounge:
This is my newest dyno. The correction factor was 0.99 so if you remove the correction factor I'm putting out 193.939 WHP and 166.161 WTQ.
This is my newest dyno. The correction factor was 0.99 so if you remove the correction factor I'm putting out 193.939 WHP and 166.161 WTQ.
09-28-2005, 02:55 PM
#239
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Originally Posted by tsxondubs
I wanna dyno my car so bad but i cant just yet .I think i will have around 225+ whp
What do you have on the car?
09-28-2005, 03:03 PM
#240
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Originally Posted by JTso
Please forward the file to me as well, and I will put them together for comparison.
Johnnytso@hotmail.com
Btw, what performance mods do you have?
Johnnytso@hotmail.com
Btw, what performance mods do you have?
If so, jonnerd154@aol.com .
Injen Cold Air Intake
Throttle Body Bypass
Hondata Intake Manifold Gasket
Comptech 4-2-1 Stainless Headers
Comptech Catback Exhaust
Hondata Reflash