D16 Honda Civic VTEC Dyno Results Stock Engine: Lower compression ratio via head gasket option (not currently available), Stock Camshafts, Stock intake and exhaust porting. Stock pistons rods, rings and crank. Bolt-on turbo system: Components listed on the Honda/Acura turbo systems page Ignition timing: Stock initial timing with .2 degrees of retard per pound of boost Boost level: 13-15 psi of boost Fuel additive: None, 92 Octane Synopsis: All of the testing on the dyno were performed without the aid of Octane 104 to raise the octane of the 92 octane fuel. We want to see what the upper limit is, performance isn't gained with octane 104 with all variables constant before and after application of additive, but the gains come when variables are manipulated to values that you would normally be unable to manipulate without the aid of higher octane. Know that your systems are designed to operate on 92 octane, but variable manipulation to examine the power gleaned requires the aid of higher octane fuel. Never use leaded fuel, as it will destroy your oxygen sensor, leading you to run in circles diagnosing the problem. Power: Take close look of the amount of power that is produced by 4000 RPM, though only producing 155 HP, the kit produced over 205 lbs. of torque. This power is not dangerous and will produce all the way to redline. Timing Retard: The lower compression ratio produced by the optional head gasket (not currently available) has afforded 15 psi of boost driven daily for the last 7 months. For daily driving the timing retard is set to .2 degrees per pound of boost. 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. This D16 in particular consistently performs at 12.5:1 air fuel ratio under boost. Even at max RPM and max VELOCITY air/fuel and EGT stabilize to levels that don't compromise combustion integrity. 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. Update: A recent FMAX turbo system yielded 225 BHP at only 12 psi of boost with the following add-ons: AEM cam gears, 3" exhaust, after-market ceramic clutch and APEX'i AVC-R boost controller. Another contributing factor since the previous homologation was tested, is a new compressor wheel profile that has been incorporated. Contact Turbo-Kits.com NOW: E-mail: City, Zip Code, Country: Year, Make, Model, Engine:  Product: How did you find us: Select One -v- Google MSN Yahoo AOL Other Search: NewCelica.org Spyderchat My350Z Other Forum: Friend DSport Mag PAS Mag Other:   Questions: