Hitting the dyno

The day finally came that I could get the car on the rollers. I’m very thankful to have some fantastic friends that helped me get to this point as well as beyond. My buddy Neil let me borrow his trailer (perfect 7 size!) and Dave that owns Complete Performance has been a friend for years.

Tahoe doesn’t even notice it back there. The digital rear view mirror was amazing though!

Car fits perfectly on the trailer Neil uses for his radical.

Admittedly the car wasn’t behaving when it went on the trailer. My attempt to change base fuel pressure was not perfect and resulted in a very soaked set of plugs.

Thankfully Dave has been around these issues and quickly helped diagnose the problem and a new set of plugs got us going again at 43.5psi of fuel pressure. Up next was to do some basic pulls to 4000rpm. Our goal was to check that everything worked together and we didn’t have surprises.

Like with any car that has not been tested we found a few bugs. The first was an issue in which we made 12psi of boost-twice what the watergate spring was supposed to make. Dave quickly found the push lock line I used was too close to the turbo and has melted into the heat sleeve. Effectively we had no watergate connection and the tune would have gone to the moon.

The next problem was a water leak. The one thermostat housing has a connector that was an ORB connection. Unfortunately it’s poorly machined and it spits the o ring out. As a result we had a leak. The AN wrench helped us get it tight enough and not leaking. I will be replacing this soon (and probably adding Hondabond).

The next issue is one we haven’t fully understood but after a pull when the clutch is pushed in a spark would appear. I suspect the throw out bearing is not enjoying its kissing the pressure plate at 8500rpm

Ultimately we struggled to get the Hondata ecu to add and remove fuel as expected. Additionally learning in this area will be needed. A vtec code also emerged and you could heard a noise at the vtec cut over.

It isnt fuel. Only water on the ground

All in all a good day and I’m appreciative of the help and where it got me.

Video link is here –

Too much fuel

The initial fuel injector purchase seems to have been a bad decision. The first set of injectors were 2000cc and turned out to be just a bit too big for pump gas.

The pulse width for idle on 93 octane was .02% and there was a heightened smell of informed fuel coming from the exhaust.

Why did I ever buy such large injectors? My goal is/was 650hp and e85 was the logical means to that goal. Unfortunately the availability isn’t great locally and from what I’ve seen it isn’t a great choice for cars not driven frequently. As a result I’ve lowered power expectations and only plan to use pump gas.

Replacement injectors were ordered. 1000cc injectors which I believe will provide enough power. The ability to turn up fuel pressure and potentially fuel pump voltage might be the answer.

TPS problems…but solution!

The car starts SMS revs perfectly but a nagging problem is I would not see any indications on the software of a TPS signal below WOT. The problem produced odd behavior but I believed it was just how the Hondata ecu worked.

After driving and not seeing the tuning results in the data log I decided to pull the tps and flip it 180 degrees. I’m doing so I noticed the connection point was incorrect and the sensor was not making contact with the throttle shaft until 25% of the sweep happened. A small correction and things were showing TPS motion the entire way through the range. Timing is more responsive and drivability is better.

One problem remains. Under WOT I am not seeing boost over 1 psi. The watergate has a 7 psi spring in it and so something isn’t kosher. The hunt continues…

Cooling problems…

It took a while to resolve but finally everything is 99% done. The coolant problem was most likely caused by a bad (and brand new) thermostat. After adding aircraft piping with stainless heat jacket (see picture) we had some success but a small leak caused by npt and straight thread being incomparable. Eventually I changed to -16an and things are working fine.

The radiator was replaced and -16 fittings welded on. There was a need for a shaped flexible coupler and so the piece below solved the problem.

At this point things are lined up and ready to head to the tuner. Hopefully we get there one day soon. The car has 25 “neighborhood” miles on it and feels good. Still only 4 forward gears but fine for now.