About 3-4 weeks ago, I installed my new head with the crower 404s in them. I finally got around to getting the car dyno tuned (after installing a B16 tranny this weekend) by Dan at godspeed. Dan used to moderate at HT and SHO (now is more of a WRX shop though).
In the head itself I simply have the 404s, and the crower valvespring/retainer kit. The only other modification to the head was milling it by .018" in order to bump up the compression to roughly 9.5:1. My main goal was to keep the crank pressure as close to stock as possible (and not over-cam the engine).
The rest of the major modifications are
DC 4-2-1 POS Header
3" Shortram intake pipe, filter w/ velocity stack
2.25" comptech catback, with bottleneck removed
2.25" testpipe.
B&M FPR @ 43psi
Greddy E-manage
Cam gears were set at +1.5,+1.5 to compensate for the milling, so essentially it was like running at 0,0
The pictures are terrible right now, I hope to scan the graphs tomorrow if I can fix the company scanner. But you can see the graph in the mean time.
My final results on HP were 164.5@6503rpm
First run I ended up in the low 150's, so Dan was able to get a lot more power out of them just by playing with the ignition and fuel map. The cam timing and fuel pressure was unaltered.
For torque I ended up at 134.2 @ 5596 RPM
As you can see the torque curve is pretty choppy. Dan told me that the timing seems to be jumping around. This is probably due to at the moment I am unsure of exactly where the timing is set at stock. I am using a machined ITR crank pulley, which has a smaller diameter alternator rib and the timing marks are off. I plan to map out the marks from my stock pulley and transfer them over, and then tune again with a higher redline. As My HP curve shows it looks like there is still some room for gains as it doesn't die off at my current redline. Dan also was able to take out some timming and add more fuel and keep the same power, to keep the car safe for Track events.
As an idea of how much I gained from this, during the summer I had a baseline done on my car. The only difference was the stock cams/compression and a 2.5" CAI instead of my 3" shortram. I dynoed at 126whp.
I hope to fix my timing issues, move to a better collector, play with cam timming, and run a higher redline in the near future and retune to see if I can hit or break 170 with little more effort.
So I gained roughly 30-40whp just by bolting the head on and switching to a larger diameter intake pipe w/ tuning.
Now this is the part that made me really happy. Dan had also dynoed and tuned a modified ITR.
It had a full stand alone, 4-2-1 header, and an AEM intake.
My HP vs his HP
As you can see I make more power throughout the RPM band up until my redline.
Now my Torque vs his Torque
Even with a more aggressive cam, the low end power does not seem to be sacrificed. I have no problem daily driving the car, even with the short gearing.
My goals are to hit or be close to 200whp, daily drivable. I know lots of people seriously doubt this is possible, but I hope to prove them wrong. I see it as not happening because no one has bothered to take it that far, not that it can't be done.
B20 with proper compression, better exhaust and intake systems, a P&P head, a higher redline, I see it being doable. But there is only one way to find out.
In the head itself I simply have the 404s, and the crower valvespring/retainer kit. The only other modification to the head was milling it by .018" in order to bump up the compression to roughly 9.5:1. My main goal was to keep the crank pressure as close to stock as possible (and not over-cam the engine).
The rest of the major modifications are
DC 4-2-1 POS Header
3" Shortram intake pipe, filter w/ velocity stack
2.25" comptech catback, with bottleneck removed
2.25" testpipe.
B&M FPR @ 43psi
Greddy E-manage
Cam gears were set at +1.5,+1.5 to compensate for the milling, so essentially it was like running at 0,0
The pictures are terrible right now, I hope to scan the graphs tomorrow if I can fix the company scanner. But you can see the graph in the mean time.
My final results on HP were 164.5@6503rpm
First run I ended up in the low 150's, so Dan was able to get a lot more power out of them just by playing with the ignition and fuel map. The cam timing and fuel pressure was unaltered.
For torque I ended up at 134.2 @ 5596 RPM
As you can see the torque curve is pretty choppy. Dan told me that the timing seems to be jumping around. This is probably due to at the moment I am unsure of exactly where the timing is set at stock. I am using a machined ITR crank pulley, which has a smaller diameter alternator rib and the timing marks are off. I plan to map out the marks from my stock pulley and transfer them over, and then tune again with a higher redline. As My HP curve shows it looks like there is still some room for gains as it doesn't die off at my current redline. Dan also was able to take out some timming and add more fuel and keep the same power, to keep the car safe for Track events.
As an idea of how much I gained from this, during the summer I had a baseline done on my car. The only difference was the stock cams/compression and a 2.5" CAI instead of my 3" shortram. I dynoed at 126whp.
I hope to fix my timing issues, move to a better collector, play with cam timming, and run a higher redline in the near future and retune to see if I can hit or break 170 with little more effort.
So I gained roughly 30-40whp just by bolting the head on and switching to a larger diameter intake pipe w/ tuning.
Now this is the part that made me really happy. Dan had also dynoed and tuned a modified ITR.
It had a full stand alone, 4-2-1 header, and an AEM intake.
My HP vs his HP
As you can see I make more power throughout the RPM band up until my redline.
Now my Torque vs his Torque
Even with a more aggressive cam, the low end power does not seem to be sacrificed. I have no problem daily driving the car, even with the short gearing.
My goals are to hit or be close to 200whp, daily drivable. I know lots of people seriously doubt this is possible, but I hope to prove them wrong. I see it as not happening because no one has bothered to take it that far, not that it can't be done.
B20 with proper compression, better exhaust and intake systems, a P&P head, a higher redline, I see it being doable. But there is only one way to find out.