Do you have video clips of the car with ITBs? I would imagine it's very loud even with the airbox...but I could be wrong
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ScienceofSpeed cracks 100 hp increase through natural aspiration modification
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Stage 3 is inclusive of stage 1 & 2, so the price for stage 3 includes the parts of stage 1 & 2.
You hear quite a bit more growl with out the air box. We're looking at the design of the airbox, and how to make this work best for performance and sound.
Please let me know if you have any questions.
cheers,
-- Chris
You hear quite a bit more growl with out the air box. We're looking at the design of the airbox, and how to make this work best for performance and sound.
Please let me know if you have any questions.
cheers,
-- Chris
congratulations!
do you by any chance know the 0-60mph time?
do you by any chance know the 0-60mph time?
Chris@SoS said:
Chris, has SOS almost finished the airbox and ITB R&D? Will they both be an integral part of stage 3 NA tune for around the same price?
NetViper said:
I looked, but did not see it. What kind of power does the Stage 2 kit put down?
chris, regarding the internal engine mods for CARB, how would they even know you have internal engine mods? All they do is an external visual, which I think could be a problem from the ITB standpoint (maybe i'm mistaken), but for i doubt the internal stuff would be a problem, as long as the emissions are good..
did this setup meet all california emission and visual rules?Chris@SoS said:
Did SOS ever get a video for this setup? would love to hear how it sounds....
Just found this topic and was looking for a good alternative to the ludicrously expensive Toda ITB's, how much will this cost with the stage 3 kit?
I saw an article on a SOS car in Superstreet - the white NSX with the reddish stripes down the side - is that the ITB system that will be utilized? What material will the airbox be made of?
I saw an article on a SOS car in Superstreet - the white NSX with the reddish stripes down the side - is that the ITB system that will be utilized? What material will the airbox be made of?
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So Chris any updates photos, sound clips, prices? Will there be any updates?
Im realy intrested in NA power over FI also winter is around the corner here in canada.
Im realy intrested in NA power over FI also winter is around the corner here in canada.
saint2709 said:
I second that. I'm more towards NA rather than FI. I'd be very interested in this.
Stage 3 is basically the same cost as a CT SC....and from what I've seen, you only get around 80-90hp on an SC in stock tune. So, this is actually a great alternative. What sort of labor is involved??
100+ HP NA is very very good for the NSX. This setup keeps the great characteristics of the NSX.
DrVolkl said:
I had heard the labor nearly doubles the cost of the NA route.
I came across this... any updates on the ITB's?
Im sure the labour should resemble the price of the engine refresh program that scienceofspeed offers
Admire your work Chris.
Tan
Tan
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Video please? :smile:
I have a couple questions about this setup.
1st question;
On your webpage about NA Power Packages, it says that Stage 4 is $9,245 and that includes the previous package. So for that price you would get
Now if I wanted to get the Inidividual Throttle Body setup I would need the ITB assembly which is $4,450. As well as the AEM EMS and probably like 320 or 370cc injectors. If buying those all together would there be the possiblity of another discount, especially since I would not need like the Throttle Body, Intake, or ECU from the power package.
Next question, with slight headwork, bigger cams and ITB's I'm pretty suprised to see the torque start falling off at ~6800 RPM's, which is about where a normal bolt-on NSX starts to loose steam. You mentioned that the ram horns can be tuned to change the torque curve. Could that account for a large part of that? Would this setup be able to maintain torque out to something like 8000-8500 RPM? Then you would be looking at more like 370-380HP. I know the rotating assembly weight reduction probably makes high RPM's safer with this setup, but is 95mm bore still OK for good flame propogation at 8500-9000 RPM? I know Honda has several 4 cylinders that are capable of 9K-10K RPM's, but they only use 81-86mm bores.
Lastly, your Stage 4 says that it includes dissasemblying the motor and replacing the bearings and seals, which I think it a good selling point for going this route. However if the customer buys other internal parts at the same time, like the camshafts that comes with the "package" as well as like oil pump and stuff that will that be reinstalled for free when the engine is put back together?
Oh and if I (or anyone) was to buy a similar package to this setup would you guys be able to supply the AEM map that went with this setup just to get it going?
I like this setup, because even though I know how much of a rush turbo power can be and that its alot "easier" to get, I think the spirit of this car just screams for something like this. Plus it would be fun to have two cars with the same power doing it completely different ways
1st question;
On your webpage about NA Power Packages, it says that Stage 4 is $9,245 and that includes the previous package. So for that price you would get
- High Flow Exhaust System (TAITEC GT Lightweight or ARK DT-S)
- Cantrell Air Induction System
- UNI Dual Stage Filter
- ScienceofSpeed Header System
- ScienceofSpeed Big-Bore Throttle Body
- ScienceofSpeed SuperTune ECU (1991-94 only)
- ScienceofSpeed Type-B Performance Camshafts
- ScienceofSpeed Valve Springs
- ScienceofSpeed Titanium Retainers
- ScienceofSpeed 3.3L displacement (large 95mm bore) engine
Now if I wanted to get the Inidividual Throttle Body setup I would need the ITB assembly which is $4,450. As well as the AEM EMS and probably like 320 or 370cc injectors. If buying those all together would there be the possiblity of another discount, especially since I would not need like the Throttle Body, Intake, or ECU from the power package.
Next question, with slight headwork, bigger cams and ITB's I'm pretty suprised to see the torque start falling off at ~6800 RPM's, which is about where a normal bolt-on NSX starts to loose steam. You mentioned that the ram horns can be tuned to change the torque curve. Could that account for a large part of that? Would this setup be able to maintain torque out to something like 8000-8500 RPM? Then you would be looking at more like 370-380HP. I know the rotating assembly weight reduction probably makes high RPM's safer with this setup, but is 95mm bore still OK for good flame propogation at 8500-9000 RPM? I know Honda has several 4 cylinders that are capable of 9K-10K RPM's, but they only use 81-86mm bores.
Lastly, your Stage 4 says that it includes dissasemblying the motor and replacing the bearings and seals, which I think it a good selling point for going this route. However if the customer buys other internal parts at the same time, like the camshafts that comes with the "package" as well as like oil pump and stuff that will that be reinstalled for free when the engine is put back together?
Oh and if I (or anyone) was to buy a similar package to this setup would you guys be able to supply the AEM map that went with this setup just to get it going?
I like this setup, because even though I know how much of a rush turbo power can be and that its alot "easier" to get, I think the spirit of this car just screams for something like this. Plus it would be fun to have two cars with the same power doing it completely different ways
I have a couple questions about this setup.
1st question;
On your webpage about NA Power Packages, it says that Stage 4 is $9,245 and that includes the previous package. So for that price you would get
- High Flow Exhaust System (TAITEC GT Lightweight or ARK DT-S)
- Cantrell Air Induction System
- UNI Dual Stage Filter
- ScienceofSpeed Header System
- ScienceofSpeed Big-Bore Throttle Body
- ScienceofSpeed SuperTune ECU (1991-94 only)
- ScienceofSpeed Type-B Performance Camshafts
- ScienceofSpeed Valve Springs
- ScienceofSpeed Titanium Retainers
- ScienceofSpeed 3.3L displacement (large 95mm bore) engine
Now if I wanted to get the Inidividual Throttle Body setup I would need the ITB assembly which is $4,450. As well as the AEM EMS and probably like 320 or 370cc injectors. If buying those all together would there be the possiblity of another discount, especially since I would not need like the Throttle Body, Intake, or ECU from the power package.
Next question, with slight headwork, bigger cams and ITB's I'm pretty suprised to see the torque start falling off at ~6800 RPM's, which is about where a normal bolt-on NSX starts to loose steam. You mentioned that the ram horns can be tuned to change the torque curve. Could that account for a large part of that? Would this setup be able to maintain torque out to something like 8000-8500 RPM? Then you would be looking at more like 370-380HP. I know the rotating assembly weight reduction probably makes high RPM's safer with this setup, but is 95mm bore still OK for good flame propogation at 8500-9000 RPM? I know Honda has several 4 cylinders that are capable of 9K-10K RPM's, but they only use 81-86mm bores.
Lastly, your Stage 4 says that it includes dissasemblying the motor and replacing the bearings and seals, which I think it a good selling point for going this route. However if the customer buys other internal parts at the same time, like the camshafts that comes with the "package" as well as like oil pump and stuff that will that be reinstalled for free when the engine is put back together?
Oh and if I (or anyone) was to buy a similar package to this setup would you guys be able to supply the AEM map that went with this setup just to get it going?
I like this setup, because even though I know how much of a rush turbo power can be and that its alot "easier" to get, I think the spirit of this car just screams for something like this. Plus it would be fun to have two cars with the same power doing it completely different ways
Answers to your question:
- please note that the stage packages pricing includes only the parts in that particular stage. If you view the "3.3L build" under custom engine services, you will see that this stage is the same price as the 3.3L build.
- the torque curve follows the limitations of the factory intake manifold. The ITB's will further assist this. At this RPM, you also start to hit losses such as frictional loss from the increased RPM. However, if you look over at the horsepower graph, you will see that horsepower continues to climb (as horsepower is a calculation of engine speed and torque). The limit at which these losses cause the engine to lose efficiency appears to be around 8000-8200 RPM.
- We usually replace the oil pump gear, however, anything you wish to add during the build that is removed / replaced can certainly be done at no cost.
- if you buy the AEM EMS from us, we supply a base configuration for that specific engine, however, as with any application, it still requires fine tuning.
regards,
-- Chris
The vacuum source from each cylinder is brought into a collector manifold which supplies vacuum to the brake booster, MAP sensor, FPR, etc. This manifold also supplies an electric solenoid valve controlled by the EMS which aids cold idle.
Cheers,
-- Chris
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