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Honda Prelude VTEC H22a Turbonetics Turbo DYNO Top

Turbonetics Turbo Kit Systems Dyno Results for Honda Prelude VTEC H22A

Dyno Chart B18 Turbo Kit Engine: Stock compression ratio (10:1), Stock intake and exhaust porting. Stock pistons, rods, rings and crank. Factory camshaft profiles and Factory cam gears.
Bolt-on turbo system: Components listed on the Honda/Acura turbo systems page with MSD BTM option.
Ignition timing: Fixed factory settings with 0 degrees of retard per pound of boost
Boost level: 8-9 psi of boost
Fuel: 92 octane with Octane 104 octane boost additive

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 to see what the power would be produced without retarded timing advance so that this data could extrapolate to the head gasket option. 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: The power gain over stock is phenomenal. Headers, exhaust and intake produce a significant gain in power but comes no where near the gains produced by the turbo system. The Preludes's gearing has you cruising close to 4000 RPM on the freeway, and at this point you have 155 HP immediately available on tap. What is of interest is the finding below regarding the discharge of the wastegate and the horsepower gains related to this deviation in set-up.

Atmospheric vs. Closed-Loop: An interesting finding is that the Prelude gained an additional 44 HP at 9 psi of boost by simply discharging the wastegate into the atmosphere instead of discharging it back into the downpipe. All other dyno sheets on this site that compare with DRAG are derived with the wastegate discharged into the downpipe and will be tested for possible gains with atmospheric discharge. Atmospheric discharge is not a set-up that would be allowed within the constraints of CARB testing, so closed-loop will be standard in the kit. For those of you who race off-road, know that to make the change from atmospheric to closed-loop is a simple bolt-on/off of existing parts and requires no major modification to produce the additional horsepower. In other words, no more money need be spent just to make more power. An alternative wastegating method is being tested that will be incorporated into the kit to make a racing only set-up easily convertible for track-only use.

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 H22A4 in particular consistently performs at around 12:1 air fuel ratio under boost. Sometimes its hard to run 12.5:1, especially when the engine loses power at these leaner mixtures. Although the Motec, and other sophisticated air/fuel ratio meters are very accurate, they are only as accurate as what they are measuring. Due to the overlap, lift and duration of the VTEC, the air/fuel ratio in the exhaust may not necessarily be representative of what truly occurs in the combustion chamber. Suffice it to say that the H22A4 appears to perform much better and produce more power at ratios of 12.0-12.2:1. Even at max RPM and max VELOCITY air/fuel and EGT stabilize to levels that don't compromise combustion integrity.



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