Thread: New Dyno Results: 157 whp and 128 torque

I dunno if I will delve any further past 7700rpm. Just come cam gears and play with the timing some and I think I will be done internally.

I do not have time or money to take the whole thing out to drop in new pistons. Mind you, this is my daily driven car and one day of downtime is not tolerable. N/A power is never cheap, known fact. I may get some cam gears and that could be all, internally.

Having a cammed SR20 engine is a thing of beauty and N/A power is self-rewarding.

I am thinking...
Intake manifold spacers....(I hear its hard work)
Pullies
Cam Gears

What else can I do externally or relatively easy to extract some more HP?

question on your dyno runs. how were the afr's taken?
typical is a tailpipe sniffer. do you have a catalytic converter? do you have a wideband o2 sensor. i remember on my S5 dyno runs with the jwt ecu were leaner than shiiiet. i had to boost fuel pressure 5psi or more, and gained power everywhere.
gears 1st. they're pretty easy. i wouldn't bother with the spacers. pullies are easy and make a bit of difference. but, you can get the same effect, X5, with an ultralight flywheel. don't do a clutch job w/o replacing your oem flywheel with an ultralight version.

A few things regarding what you asked. AFR's were taken in the muffler with a sniffer wideband. Yes, I have a magnaflow high flow cat. I do not have a wideband installed on my car. (thinking seriously about it now) I have a rather large and annoying hole in my exhaust and for all I know, these results are skewed. When I get a new exhaust, I am going back for more results.

I can post a dyno when I had the SAFC II settings at zero and then what we did to get them back up if you like. Not a huge difference, but it made one indeed. I am due for a clutch in another 20k or so. I will def. replace with a lightweight flywheel at that time.



I ran mine a little fat for safety's sake.

i would advise pullies and a better header, great numbers btw pal
dd

JWT S4's are 266* duration and .464" lift.

BC Stage 2's are 264* duration and .475" lift.

JWT C1's are 264* duration and .476" lift.

One-thousandth of an inch of lift seperates the BC stage 2 cams to JWT C1 cams.

To quote "How to Build Performance Nissan Sport Compacts" http://www.amazon.com/Performance-Ni...7090283&sr=8-1

"The advantage of the C1 over the S4 is the increase in the lift with a shorter duration. Increasing the area under the lift curve with small or no increases in duration makes more power, more torque, and has a smoother idle."

My numbers are flawed (I believe) and when I find out why, I will post it. I think I had my timing way too far advanced and caused detrimental power loss. I had MAJOR timing issues because my damn ECU was in self-diag mode and I did not check that before install. I found this two days after my dyno. I have since corrected my timing and gone back to 15* as recommended per JWT for the JWT ECU. I will re dyno shortly to confirm.

Keep in mind that if you're going to put in C1s it's strongly recommended by JWT that they are accompanied with uprated valve springs and whilst JWT will tell you to use theirs, it's not completely necessary. If you're going to go to the trouble of putting in new valve springs and potentially retainers, you may as well go for JWT c2s. Which sport the same aggressive ramp rate, but at 275 degrees duration, and .5" lift off the top of my head.

He was just comparing his BC stg2 cams to C1 because they are almost exactly the same.