How does your Na2 kit feel ?
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3.8 litre monster @ Science of Speed
- Thread starter blackcat
- Start date
After dyno tuning at Autowave in Huntington Beach.....Final Numbers came out to around 330 whp, and 265 ft/lbs torque. The car is amazing, very linear power delivery, pulls strong throught the rpm range. I am extremely satisfied with the setup and was well worth the wait. Chris at Science of Speed did a great job with my NSX and John Martin did outstanding work with the 3.8L kit design. I am truly impressed. This was how the NSX should have came from the factory.
TyraNSX said:
No it's not. I am talking to another company about a 3.5 stroker (300 +cc for me) and it is north of 20K for the complete stroker w/ headwork and cams. Right now I am just trying figure out if I want to spend that + 11K for a SC and engine management. It's a tough call especially since my car is only 8mo. old w/ 3K on the odometer. But on the other hand I would like about 500 +RWHP. :biggrin:
Edmo7 said:I guess you got a ride in my NSX before I did....how dare you!!!j/k. Well, I will be taking delivery of my car soon and I am very excited. From your testimony it sounds like quite the beast, as you've called it.....I'll let you know my thoughts after my test drive...Here are some pics Chris took of the finished car.
Sweet ride !
- Joined
- 19 November 2002
- Messages
- 633
3.8L with only 330whp?!....does that seem kinda low?
- Joined
- 4 November 2005
- Messages
- 316
Wait, sorry for the misunderstanding but I thought you had the stage 2 kit?Edmo7 said:
Well considering a stock NA2 dynos at around 230-250hp, that is a pretty nice gain.Alittleboost said:
I had the privilege of riding with edmo7's nsx and it is a beast!
Theres actually more hp potential with a few tweaks and adding the gruppe m intake. The torque is awesome in the car and the sound of the engine is amazing! I cannot wait until I get that motor done......great job with everything.....he did not skimp on anything....the car is clean and has all the top notch stuff the nsx should have. Congrats on your car ed and it was a pleasure to meet you. :smile:
Theres actually more hp potential with a few tweaks and adding the gruppe m intake. The torque is awesome in the car and the sound of the engine is amazing! I cannot wait until I get that motor done......great job with everything.....he did not skimp on anything....the car is clean and has all the top notch stuff the nsx should have. Congrats on your car ed and it was a pleasure to meet you. :smile:
Alittleboost said:
That gives you roughly the same HP of a 3.0 car with a CTSC. Of course, being NA is just awesome.
- Joined
- 19 November 2002
- Messages
- 633
NetViper said:
Thats what I mean, price per build...I would probably choose a Charger.
3.8, blue printed, balanced, head work port/polish, stroked, cams, valves,upped compression ratio, larger throttle body, etc....that comes with the kit, I would be expecting around close to 400whp....330whp is more that what I have, but I haven't spent close to 20k on my motor.
What seems to be holding back the potential of high hp?!, I'm assuming he has support mods. Is it maybe the 91 octane?, The tune is on the rich side in-case? Or is the V6 physics instead of an I-6?
i agree that the 330whp seems low. sos dynoed 336whp 255rwt on their 3.3L na tune. this was with all supporting mods, itb's, and aem.
"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/produc...yno_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
"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/produc...yno_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
That seems to be very normal for 3.8L, 330whp/375~380bhp is a lot, there is still potential to be unlocked, maybe 30~50 more rwhp. Porsche 997 Carrera S with 3.8L is rated at crank at 355hp, most likely put down only 300~310rwhp, yet 997 Carrrera S is quite impressive in magazine road test results, 0~60mph in 4.0~4.2sec, 1/4 mile mid-12s. This 3.8L NSX is probably as fast if not faster than 997 Carrera S and Corvette C6.Alittleboost said:
Obviously it will take out other cars with far more power at the road course, but I am sorry 330rwhp is still 330rwhp, no matter how special NSX may be, even with optimistic spectaculation, at best 330rwhp on NSX is probably what other cars with 400rwhp feels like in terms of acceleration. Adequate for today's sports car standard. Honda should of made 3.8L NSX standard during the 02 update. I am curious on seeing what the power band look like down low and compare it to low boost SC and Turbo NSXes.
even though 0-60 and 1/4m times dont mean much Id love to see how a 3.8L preforms!! 0-100, 0-150 or anything else like 60-150 or so
got any performace stats??
got any performace stats??
- Joined
- 19 November 2002
- Messages
- 633
330RWHP...is more than I have, and I'm pretty sure 11:0:1 Comp ratio is almost as high as you want to go for street use here in cali..91 octane.
But if yah do the math:
15,445.00 For 3.8L Turn Key
4500.00 For Support mods (approx) Header, exhuast, test pipes.
1500.00 Management system.
500.00-1000.00 for tunning (approx)
You're looking at 21945.00
Thats about 275.00 bucks per each HP gained above a 250Rwhp NSX.
Compared to a CT Supercharged NSX which would be around 193.00 dollars for each HP gained above 250Rwhp NSX.
I do understand that the ITB's are not be put to use with his motor judging by the pics above so I'm expecting about another 20-50WHP gained but the system itself is about 5000.00 dollars. A 3.8L NSX N/A will make it around a track most likely faster than a charge one do to the fact that the power will always be on tap, and a qucker throttle response.
Does it seem like a supercharger is a better way to go?
But if yah do the math:
15,445.00 For 3.8L Turn Key
4500.00 For Support mods (approx) Header, exhuast, test pipes.
1500.00 Management system.
500.00-1000.00 for tunning (approx)
You're looking at 21945.00
Thats about 275.00 bucks per each HP gained above a 250Rwhp NSX.
Compared to a CT Supercharged NSX which would be around 193.00 dollars for each HP gained above 250Rwhp NSX.
I do understand that the ITB's are not be put to use with his motor judging by the pics above so I'm expecting about another 20-50WHP gained but the system itself is about 5000.00 dollars. A 3.8L NSX N/A will make it around a track most likely faster than a charge one do to the fact that the power will always be on tap, and a qucker throttle response.
Does it seem like a supercharger is a better way to go?
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Veleno said:
The seats are black. But in pics, sometimes they look like a very dark grey.
After reading all the posts, let me toss in a curball. Can the 3.8 upgrade also include the SC? If it's do-able, that's about 500hp, if my math is correct. Which means, you have a car that have the engine performace number of F430, and still be about 80 grand cheaper.
it seems as if the motor build was very conservative. 10.5 compression is pretty low especially with an efficient combustion chamber. I would bet that you could do 12:1 with no problem. That is probably 15rwhp right there. I would be interested in seeing the dyno sheets to see where max power is as I believe that if cammed accordingly a 3.8 ltr with properly built internals could be rev'd to 8500rpm no problem. Add the ITB's properly tuned and you've got the recipe for 400rwhp with very nice drivability.
Vancehu said:
That is probably not a safe setup (3.8 w/ SC). You would be better off with the SOS 3.4 kit or a Comptech 3.5 kit. I will probably do an SC with Comptech's 3.5 engine.
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satx said:
12:1 would be too much if you want some longevity because it would probably start burning oil after 30K. I think 11.5:1 would be OK though. Just my .02 :biggrin:
Wow. That AEM made a huge diff. I thought the 3.8 could only run with the AEM on it?
Looking at that dyno, the 3.8 does make nice low-end TQ. (with AEM) That TQ sure does drop like a rock after 6K though.
That car would be VERY fun to drive from looking at the dyno. I would imagine performance should be very close to the 911 Carerra S.
If only Honda had put this motor into the NSX in 02.
Looking at that dyno, the 3.8 does make nice low-end TQ. (with AEM) That TQ sure does drop like a rock after 6K though.
That car would be VERY fun to drive from looking at the dyno. I would imagine performance should be very close to the 911 Carerra S.
If only Honda had put this motor into the NSX in 02.
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dave22 said:
I don't remember posting this. Similar threads
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