Hondas

Final curve from the dyno session. No ign, fuel or cam quantify set was done. 98 B20B stock(a) head and block, 94 P75/LS ecu phthisis: electrical sputter response stock cone try 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 railway locomotive is rated only 126 hp flywheel. The increase in big businessman can believably be accounted to the electrical skin response exhaust manifold, rot flow rate exhaust and the LS intake manifold. The stock cast GSR exhaust manifold that was used looks like a wee-wee 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 afterwards spy to be a loose crimp connecter 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. marking new-fashioned Honda cats work good. But over time they start to trauma the flow. Dyno proof right here.

We did a couple runs to make true the car was back up at operating temp to improve the accuracy of the comparison. A new cat is on rove. 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 e ngine labor finished and through 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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