Thread: Went to the dyno today

Initial graph - same setup but with itbs and a fair tune, but too rich.
new graph - same setup but with oem IM and a better tune.

Looking at the graph the low cam is still good at 5krpm so I think moving the switch point to 5500rpm may get rid of that dip also.

Switch the cams at 5700 RPMs, that look like the sweet spot

will give it a shot.

Here's short clip I took at the dyno. run starts around 0:06 or so. Only revved to about 6k-6.5k on this run.

I wouldn't give up on the itb just yet. I believe Doctor G did some adjustments to the cam timing and that helps a lot.

For the FS4, the activation points should be 5,800 rpm intake, 6,400 for the exhaust.

I haven't. I also think they just need better tuning.


Nope no cam timing changes were done. I have a few other mods ready to be done, but I deliberatly kept everything constant between runs to see the effect of the manifolds. Didn't realise the ITB's had such a bad tune until today though.




I have a basic management system and can only activate the cams at the same time, but will be trying a higher switchpoint soon.

Drove the car home 40miles all highway and I must say the torque now is pretty amazing.

from what i have seen with ve engines and itb's i wouldn't agree with this statement

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JENVEY Fuel Injection Questions & Answers

I don't think an 80-100mm TB would be worth it
I think It would be more about the manifold design than the TB size

About halfway down they talk about reducing TB size on 270 hp formula 3 engines (2L inline fours) to 44mm before any restriction was shown.
ITB's or IM either way its going to come down to a good design.
234whp on a stock manifold is certainly encouraging though

I stand corrected, glad things are looking up for you.