Hondas

Final curve from the dyno session. No ign, fuel or cam clock set was done. 98 B20B storage head and block, 94 P75/LS ecu recess: electrical beat response stock cone distort 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 businessman can believably be accounted to the galvanic skin response exhaust manifold, devoid flow exhaust and the LS intake manifold. The stock cast GSR exhaust manifold that was used looks like a unhorse out piece than the stock stamped and welded CRV part. We did not 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 afterward spy to be a loose crimp connective on the ignitor. Since it was occuring after power peak, it really doesnt vit iated 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. shop new-fashioned Honda cats work good. But over time they start to disadvantage the flow. Dyno proof right here.

We did a couple runs to make trustworthy the car was back up at operating temp to improve the accuracy of the comparison. A new cat is on club. 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 en gine labor through and through it a bit. Bu! t 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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