We recently completed the installation and tuning of our production individual throttle body system which is a new part of our natural aspiration tune package.
We've been working at this project for about a year to develop an individual throttle body package which offers both performance and durability with an innovative linkage system that allows easy adjustability and consistent operation.
Before the individual throttle body system was complete, we utilized the factory throttle body and intake manifold with slight modifications. Upon tuning of the new stage 3 package which includes a 3.3L bottom end and completely reworked heads, logged data from the ECU was showing a restriction above engine speeds of 6000 RPM of up to 15% vacuum pressure. As the heads and bottom end allowed increased speed and volume of the delivered air/fuel mixture, the factory throttle body and intake manifold became more and more restrictive.
Before the throttles were installed, the car dynoed at a max power rating of 311 rear wheel horsepower on a Mustang Eddy-current type dynamometer (a factory 3.0L NSX typically dynos in the 220 hp range on such a dyno).
Upon the completion of the new throttle body system, Autowave in Huntington Beach, CA offered their AEM EMS tuning experience and Dyno Dynamics Eddy-current type dyno to assist us with tuning the drivability and smoothness of the new system. Autowave's experience of tuning stand-alone engine management systems for "drivability" not just "maximum power" is important for a street car and especially the individual throttle body system which results in much more dynamic airflow. Autowave's advanced Dyno Dynamics dyno allows the tuner to isolate each cell of the fuel and ignition maps to tune a car to factory-like operation. Michael at Autowave did a fantastic job, and really improved upon what had accomplished so far with the car. Autowave's combination of understanding of theory, experience, and equipment makes them a must-see for tuning of stand-alone engine managements systems such as the AEM unit.
The car dynoed at 336 rear wheel horsepower (approximately 380+ crank horsepower with conservative driveline loss estimates) and 255 lb/ft torque. In comparison, a factory 3.0L NSX typically dynos around 225 on a DynoComp dyno. This has allowed us to achieve our goal to exceed a 100 wheel horsepower gain with out the use of forced induction with relatively mildly designed engine. While high output race engines have been built, our primary focus and the build of this engine was for a street application that stresses durability, drivability, as well as performance. The engine uses a mild compression (11.0:1) and smooth idling cam profile.
The car of course sounds fantastic and feels great generating more horsepower at 5000 RPM than a standard NSX does near redline. The car's engine character is unlike anything I've driven. It has a sharp bark with lightening fast throttle response and constant solid pull at low, mid, and high RPM that doesn't seem to want to stop.
Dyno:
http://www.scienceofspeed.com/produ...ts/NSX/ScienceofSpeed/NA_tune/dyno_063004.jpg
I'd like to thank Shane and Michael at Autowave for their big help as well as Jon Martin at Acura of Southbay for his continued consulting with the development of our new engine products.
As we work on completing the induction box for the throttle bodies, we'll continually update our website with information, pricing, and dyno prints.
The relevant mods are as listed:
ScienceofSpeed 1992 Acura NSX
powerplant:
ScienceofSpeed Stage 3 Natural Aspiration Tune
3.3L sleeved bottom end
11.0:1 forged pistons, lightweight wristpins (20 gram reduction per rotating mass)
polished crank & balanced/blueprinted rotating mass
tuned cylinder heads with bore matched bowls
upsized valves
ScienceofSpeed Stage 2 Camshafts
ScienceofSpeed Titanium Valve Spring Retainers
ScienceofSpeed Valve Springs
AEM Engine Management System
induction & exhaust:
ScienceofSpeed Individual Throttle System
TAITEC GT Header System
TAITEC Test Pipes
TAITEC JGTC Exhaust
best regards,
-- Chris
We've been working at this project for about a year to develop an individual throttle body package which offers both performance and durability with an innovative linkage system that allows easy adjustability and consistent operation.
Before the individual throttle body system was complete, we utilized the factory throttle body and intake manifold with slight modifications. Upon tuning of the new stage 3 package which includes a 3.3L bottom end and completely reworked heads, logged data from the ECU was showing a restriction above engine speeds of 6000 RPM of up to 15% vacuum pressure. As the heads and bottom end allowed increased speed and volume of the delivered air/fuel mixture, the factory throttle body and intake manifold became more and more restrictive.
Before the throttles were installed, the car dynoed at a max power rating of 311 rear wheel horsepower on a Mustang Eddy-current type dynamometer (a factory 3.0L NSX typically dynos in the 220 hp range on such a dyno).
Upon the completion of the new throttle body system, Autowave in Huntington Beach, CA offered their AEM EMS tuning experience and Dyno Dynamics Eddy-current type dyno to assist us with tuning the drivability and smoothness of the new system. Autowave's experience of tuning stand-alone engine management systems for "drivability" not just "maximum power" is important for a street car and especially the individual throttle body system which results in much more dynamic airflow. Autowave's advanced Dyno Dynamics dyno allows the tuner to isolate each cell of the fuel and ignition maps to tune a car to factory-like operation. Michael at Autowave did a fantastic job, and really improved upon what had accomplished so far with the car. Autowave's combination of understanding of theory, experience, and equipment makes them a must-see for tuning of stand-alone engine managements systems such as the AEM unit.
The car dynoed at 336 rear wheel horsepower (approximately 380+ crank horsepower with conservative driveline loss estimates) and 255 lb/ft torque. In comparison, a factory 3.0L NSX typically dynos around 225 on a DynoComp dyno. This has allowed us to achieve our goal to exceed a 100 wheel horsepower gain with out the use of forced induction with relatively mildly designed engine. While high output race engines have been built, our primary focus and the build of this engine was for a street application that stresses durability, drivability, as well as performance. The engine uses a mild compression (11.0:1) and smooth idling cam profile.
The car of course sounds fantastic and feels great generating more horsepower at 5000 RPM than a standard NSX does near redline. The car's engine character is unlike anything I've driven. It has a sharp bark with lightening fast throttle response and constant solid pull at low, mid, and high RPM that doesn't seem to want to stop.
Dyno:
http://www.scienceofspeed.com/produ...ts/NSX/ScienceofSpeed/NA_tune/dyno_063004.jpg
I'd like to thank Shane and Michael at Autowave for their big help as well as Jon Martin at Acura of Southbay for his continued consulting with the development of our new engine products.
As we work on completing the induction box for the throttle bodies, we'll continually update our website with information, pricing, and dyno prints.
The relevant mods are as listed:
ScienceofSpeed 1992 Acura NSX
powerplant:
ScienceofSpeed Stage 3 Natural Aspiration Tune
3.3L sleeved bottom end
11.0:1 forged pistons, lightweight wristpins (20 gram reduction per rotating mass)
polished crank & balanced/blueprinted rotating mass
tuned cylinder heads with bore matched bowls
upsized valves
ScienceofSpeed Stage 2 Camshafts
ScienceofSpeed Titanium Valve Spring Retainers
ScienceofSpeed Valve Springs
AEM Engine Management System
induction & exhaust:
ScienceofSpeed Individual Throttle System
TAITEC GT Header System
TAITEC Test Pipes
TAITEC JGTC Exhaust
best regards,
-- Chris
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