Honda Civic VTEC D16 Turbo DYNO Top

Acura Integra GSR VTEC B18C FMAX Turbo Kit Dyno Results Stock Engine: Stock Camshafts, Stock intake and exhaust porting and stock GSR compression Bolt-on turbo system: FMAX Turbo Kit Ignition timing: .5 degree of retard per pound of boost Boost level: 8-9 psi of boost Dynorun 1 and 2 were run with the two stage throttle plate inactivated. The little dip right around 4200 RPM is a result of the VTEC camshafts activating. Without the throttle plate activated, the transition of the VTEC camshafts was more evident. This was the result that we found on the dyno, though our personal feeling was that it ran smoother on the street, with weight and aerodynamic resistance as real world loads on the engine. Stock Engine: Stock Camshafts, Stock intake and exhaust porting and stock GSR compression Bolt-on turbo system: FMAX Turbo Kit Ignition timing: 0-1 degree of retard per pound of boost Boost level: 8-9 psi of boost The Dynoruns 3, 4 and 5 were produced with some variables manipulated. Unlike the baseline runs we did activate the 2nd stage throttle plate. We found that the awkward transition of the VTEC was smoothed out with the second throttle plate activated. Run 5 was performed with the timing retard at 0 degrees. Run 3 was performed with 1 degree of retard and the throttle plate closed. Second Stage Throttle Plate: Though the smoothest curve was gained on the dyno,with the 2nd stage activated, as well as more power at midrange, the max hp was not SIGNIFICANTLY changed. Testing has found a much smoother power curve on the road with the second stage throttle plate inactivated, this is contrary to the results on the dyno. Even with aerodynamic load above 120 mph, a smoother power curve without the two stage throttle was seen. Play with it, and see what you like. Timing Retard: There were no significant differences in power between 0 and .5 degrees of retard per pound of boost. There was also no significant difference found between .5 and 1.5 degrees of retard. But the difference was obvious between 0 and 1-1.5 degrees of retard. Remember though that on regular 92 octane gasoline, you cannot make these changes with timing, you are held to 1 degree of timing retard per pound of boost. Keep in mind that the GSR is a high revving high compression engine and with the timing advance increasing as RPMs gain, the timing advance may be so radical at 8000 RPM that it requires this drastic amount of retard to alleviate detonation. With higher octane gasoline on raceday you can expect to turn the timing retard to 0, but do not drive every day on this with 92 octane, as changing barometric pressure, dew point, ambient air temperature and the like will unpredictably induce detonation, without warning. Its best to be PRO-ACTIVE than RE-ACTIVE. Air/Fuel Ratio: Be safe in knowing that your system runs an air/fuel ratio, that is in accord with what force induced production cars should run. Even at max RPM and max VELOCITY air/fuel and EGT stabilize to levels that don't compromise the detonation threshold. Jason Hsiung, for example, recently took his 98 Comptech Integra GSR with the FMAX kit to 140 MPH at wide open throttle and found that EGT did not climb past 720 C.

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