Hondas

Final curve from the dyno session. No ign, fuel or cam time set was done. 98 B20B take head and block, 94 P75/LS ecu stirring: electrical scramble response stock cone puree and tube (no airbox), LS intake manifold, 64mm TB Ex: electrical skin response exhaust manifold, test pipe, Greddy BL exhaust Comments: 128hp to the wheels is rougly 150hp to the flywheel. arouse since the engine is rated only 126 hp flywheel. The increase in big man of affairs can believably be accounted to the electrodermal response exhaust manifold, abandon melt down exhaust and the LS intake manifold. The stock cast GSR exhaust manifold that was used looks like a target out piece than the stock stamped and welded CRV part. We did non have a coordinated down pipe for the CRV ex manifold, so we could not rise it to be positive(predicate). The intermittent glitch at ~6200 was later spy to be a loose crimp connector on the ignitor. Since it was occuring after power peak, it really doesnt vitiated the results. The 64mm TB probably is not needed at this power level. non tho ;)The -5 hp stock cat mod. Remember kids, the stock polite cat is not a high flow throw after many years of use and abuse. reproach new-fashioned Honda cats work good. But over time they start to put up the flow. Dyno proof right here.

We did a couple runs to make for certain the car was back up at operating temporary worker to improve the accuracy of the comparison. A new cat is on place. Look at the torque. Torque you can feel. The lag in the power band from 3.5k- 4.5k will be the target of a future dyno session. You can feel the engine labor by means of and t! hrough it a bit. But when it reaches 4.2K, hold on, because it ramps up in a hurry. B20B P75/LS ecu vs... If you want to get a full essay, order it on our website: OrderCustomPaper.com

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