B18C sleeved, built - Peakboost T3/T04E 57trim, StgIII .63

[ben]

Motor Specs:
Darton sleeves by ERL
Bore: 81.5mm (.020" over)
Stroke: 87.2mm
Displacement: 1819cc
Compression Ratio: Probably around 9.0:1, the compression test was 180psi across the board
Cams: GS-R cams
Cam phasing: set to +2 IN/+1 EX to help with the idle; no additional tuning beyond that. It idles at 270 to 280 mbar @ 1000rpm.

Stock P72 manifold (IAB mechanism not working), OBD-2 GS-R TB, unported head, Crower valvesprings & retainers, Wiseco pistons (-XX?cc), Eagle rods; shortblock assembled and race-prepped by Stewart Racing Engines.
Hondata S300 (duh)
GReddy Profec Spec B 2
PLX M-300 wideband
Motec 3bar MAP sensor

Injectors: PTE 1000cc/min (low-imp); Honda resistor box
Fuel Pressure: 52psi @ atmostpheric pressure

IAT's: 109 to 112 deg F (every pull)
ECT's: 192 to 193 deg F (every pull)
Ambient air temp: probably around 70 deg F

Parameters calibrated:
1.) Quick street tune on the LO cam (fuel mostly, minimal timing changes)
2.) Idle conditions and throttle closed, deceleration conditions - no dipping on throttle off
3.) WOT runs @ the following boost levels for LO and HI cams up to 7000rpm for the LO cam and 8500rpm for the HI cam.
11 to 12psi (by 5000rpm)
14 to 15psi
18 to 19 psi
20 to 22psi (by 5500rpm)
Tuned fuel mostly and a little bit of ignition timing
We also accidentally ran it with the butterflies closed for a couple of 11 to 12psi passes b/c the previous tuner didn't quite know what he was doing and clamped them shut....and he wonders why they couldn't make more than 265whp (after like 4+ hours doing WOT runs on the dyno and even after throwing 18psi of boost at it).

2.) VTEC crossover at 4200rpm. The turbo starts building boost at 3000rpm and has 4lb's at 4000rpm.

Results:
1.) 11 to 12psi = 265whp.....low-rpm runners only; = 325whp with the butterflies left open
2.) 13 to 14psi = 360whp
3.) 18 to 19psi = 256whp? I dunno b/c the Dynojet didn't plot the lines
4.) 22 to 24psi = 250whp? I dunno...the lines didn't plot, but it definitely ripped through 3rd gear the more SET BOOST and duty cycle we added.

5.) By the end of the night, we had done more than 40 dyno pulls over the course of 4 to 5 hours. About ten of them weren't full runs because we were either just ramping up steadily or only looking at certain RPM windows. She got to drive the car on the dyno after about 20 passes because it was quicker since I couldn't drive and tune.

6.) I know that we still need to go back and fine tune a good portion of the maps since I had to work off of someone else's map and we only got to touch a small portion of the maps. It'll be off to a Mustang Dyno or Dyno Dynamics dyno to finish up, and then back to the Dynojet again if we have the desire and care to spend the money to verify the big numbers.

7.) The turbo is pretty much almost maxed out, probably doing around 45 to 47lb/imin at 23psi and 8500rpm in the 60-some% efficiency island.

8.) I'll try to get the dyno files and post a few when I can. All I have are datalog screenshots and the calibration/datalog files. I'll also attach the calibration file I started working from along with the one following a idle and street tune that I did so that you can see the transition from start to finish.

One of the hi-boost passes @ 22 to 20psi. You can see how short the datalog is after it hits max boost, if it's any indication of how quickly it ripped through the last 3000rpm in 3rd gear.
The datalog reads 16 deg BTDC, but it's supposed to be between 15.5 deg and 13.5 deg according to the IGN HI basemap table.

[ben]

Track times:
(4 runs) all right at about 13.0 to 13.3 @ 114mph, 12 to 15psi....no matter how much boost there was, it never trapped any higher.

Apparently we're not making as much power as we think we are, or traction is a much bigger issue than we think.

The car wants to pull to the right through 4th gear. Driver says that she had to lift to keep it from drifting too much.

[Importbanger_001]

I am not a experienced tuner or anything but it seems to me that the transitions (look at your 2d map graph) are very rough, you should have a smooth liniar graph for smooth transitions.

When you have traction issues your mph tends to be higher than when you have alot of traction.

[ben]

It's a work in progress. If you looked at the first calibration, you'll see what I had to work with.

I have another calibration that I've been manually revising, using what I've already set while on the dyno. I don't want to screw with things too much without having a dyno to immediately reconfirm it.

[ben]

4 pulls; Searching for optimal LO-to-HI cam crossover RPM point
RUN24: all LO cam
RUN25: VTEC cross = 4600rpm or 4800rpm, I don't remember now
RUN26: VTEC cross = 4400rpm
RUN27 & 28: VTEC cross = 4200rpm

We only ran the motor up to 5k or 6k rpm.
It builds 2 to 3 lbs of boost just before switching to the HI cam. Surprisingly, it only made an extra 6 to 8whp on the HI cam over the LO cam.

[ben]

I can't remember the settings for each pull, but to the best of my memory:
RUN35: IAB on long runners only, VTEC = 4200rpm, boost~14 to 15lbs (or was it only 11 to 12psi?)...you can see that it makes 18 to 20 more horsepower on the long runners up to 52mph. They max out at around 270whp or so.
RUN37: IAB on short runners only, VTEC = 4200rpm, boost~14 to 15lbs (or was it 11 to 12psi?).
RUN41: IAB on short runners only, VTEC = 4200rpm, boost~18 to 19lbs (or was it only 14 to 15lb's?).
RUN43: same as above only with 21 to 22lb's of boost (or was it 18 to 19lb's?)

All pulls made in 3rd gear. No torque or RPM readings because the tach wasn't able to get a clean signal sometimes.

[ben]

Latest update:
She ran a 12.2 @ 124 to 125mph on 205/55R-15 Azenis on the ~19psi of boost. No results on slicks yet.

The car runs pretty consistent 12.5 to 12.7's @ 118 to 120 mph on 15 to 16psi of boost. Her best pass on street tires at this power level was a 12.3 @ 120mph. Her best pass on slicks was a 12.2 @ 119mph.

The motor used to misfire at anything above 16psi off boost until we moved the plug gap down to .024" from .025". I guess .001" makes quite a difference.

The car has 11's written all over it and we still have yet to run it at anything more than 20psi of boost.

IAB's still don't work and are still on the short runners. I traced the issue to the ECU. I guess they never worked like the person who originally modifled the P06 ECU said they would....unless something happened when it was socketed for the S300 daughterboard.

I'll put up the latest revision of the tune when I can pull it off her laptop.

[ben]

Here's the second to the last calibration. This is the calibration that netted the 12.2 @ 125mph, and consistent 12.3 to 12.5 @ 120mph passes.

The transition zone after the HI cam engages is still a little rough (too rich and it sputters a little).

Only a small portion of the partial throttle section is tuned.

[ben]

Last tune. I backed off the fuel pressure about 5psi to try to get the injectors to use more pulsewidth to hit the target AFR in hopes of getting rid of some misfiring at low throttle openings.

Most of partial throttle tuned. Below 250mbar, it really likes to lean misfire. It's tolerable, but not ideal.

[ben]

Latest times at Muncie Raceway (Muncie, IN) on M&H Race Master 22"x8"x13" slicks (well weathered for the last two or three years):

11.5psi = 11.967s @ 120mph and 11.74s @ 119mph

17.0 to 17.5psi = 11.46s @ 125mph

We'll see how fast it'll go at 22psi on pump gas.

60ft times are around 1.6 to 1.7s.

Significant changes between these runs and previous runs:
1.) ACT Prolite flywheel
2.) GS-R 4th and 5th gears. It's a S4C tranny.
3.) New clutch (ACT XT-R6); the old clutch was into the rivets and slipping every now and then. I think we got maybe 20k miles out of it in three years.

[Mr Aryan]

Latest times:

11.5psi = 11.967s @ 120mph and 11.74s @ 119mph

17.0 to 17.5psi = 11.46s @ 125mph

We'll see how fast it'll go at 22psi on pump gas.

60ft times are around 1.6 to 1.7s.

Significant changes between these runs and previous runs:
1.) ACT Prolite flywheel
2.) GS-R 4th and 5th gears. It's a S4C tranny.
3.) New clutch (ACT XT-R6); the old clutch was into the rivets and slipping every now and then. I think we got maybe 20k miles out of it in three years.

nice numbers. ;)

[ben]

I believe she gets around 30MPG as well with about 80% highway driving. It's still inconclusive, but the estimates look really good.

Around town driving and maybe 20% highway nets around 24 to 25MPG.

[ben]

Latest update.

Changes since last post:
Went back to stock ignition coil. The MSD Blaster 2 failed, shorted out, and fried a wire. Re-routed the wastegate exhaust tube to exit from under the pan instead of firing right at the lower crossmember of the radiator subframe and intercooler. The older revisions of the Peakboost kit were horrible in this sense.

Plug gaps are still at .024".

The car was finally dyno'd on 22psi a couple of weekends ago on a Dynomite dynamometer at a race event. Everybody egged her on and she got free dyno time, so she let them strap it to the dyno.

It put down 448whp and ran a best of 7.49 @ 102.xx mph in the 1/8 mile.

By the end of the day, somebody who lost a bet had to wear a pink skirt. I never laughed so hard in my life. Damn near broke my back.

I'll try to put up the dyno graph and the latest tune.

Oh, forgot to mention that it ran a 11.404s @ 127~128mph in the 1/4 last Thursday. Full-Race traction bars and 90 deg 2" to 2.5" transition elbow were installed.

EDIT: Dyno calibration added that netted the 448whp on the second pass. The first pass was about .5 point richer, so we leaned it out a little just to see what it would do.

[ben]

Went a best of 11.20s at 122mph on 15psi of boost this past Sunday at the NHRA SC event. We tried for a high-10, but it didn't happen. It was another 11.4 pass. Track prep for the event was the best we've ever run on at this track. Great event and lots of racing.

The only thing planned for the rest of this season is to set up the boost by gear feature and tune on C16 to see if it'll get into the 10's consistently.

[Mr Aryan]

BTW, which turbo are you running?