Dyno 1
Baseline
141.7 HP 93.6 TQ
Owner: Joey fong
Dynamometer Model: SuperFlow 790 chassis dynamometer
Testing: Dr. Charles
Pros
We begin the second series in our 2000 Civic SI power page using some of the most popular products on the market today. Strapped to a SuperFlow chassis dyno, the B16-powered Honda registered similar horsepower numbers from when we last left off, although we are using a different dyno facility. When we left off on our previous power page part one, the vehicle rolled the dyno at 144.3 hp and 104.2 lb-ft of torque. Presently, we dynoed at 143.2 and 94.4 lb-ft of torque. Yes, a drop in torque, but keep in mind not all dynos register identical numbers. Barometric pressure, dyno calibration, and even small changes to a vehicle can vary dyno numbers.
Cons
After a few pulls we decided to check the ignition timing to see if any changes had been made. A rip of the timing gun displayed timing at 14 degrees before TDC. Depending on the vehicle and its modification (i.e. standalone fuel management or stock ECU) we readjusted the setting to 17 degrees BTDC.
Temperature
75.5 degrees Fahrenheit
Notes
Slated as a weekend track car, we were looking to achieve good horsepower response without the sacrifice of torque, although the B16 is known to be lacking in that department.
Dyno 2
A'PEXi V-AFC
(VTEC/ Fuel controller)
143 HP 95.1 TQ
| 2000 to 3500 HP range: 0 to 1 | 2000 to 3500 TQ range: 0 to 1 |
| 3500 to 5500 HP range: 2 to 3 | 3500 to 5500 TQ range: 1 to 2 |
| 5500 to red line HP range: 2 to 3 | 5500 to red line TQ range: 2 |
| Peak HP 143.0 | Peak TQ 95.1 |
PartsUnit, wire harness, double side tape, connectors, mounting bracket, ECU wiring schematics, instructions
Temperature
76.8 degrees Fahrenheit
Temperature difference from previous run: +1.3 degree Fahrenheit
Tools
10mm wrench, 10mm socket, ratchet, screwdriver, wire crimpers, electrical tape, soldering iron
Installation time
60 minutes
Pros
Piggyback style fuel controllers such as the A'PEXi V-AFC have become invaluable tool when tuning fuel and VTEC all in one convenient unit. A feature found on the V-AFC is the 12-point fuel manipulation control for LOW and HIGH VTEC maps (total of 24 points). The VTEC crossover points can be adjusted separately from low to high setting and high to low thus giving engine tuners and vehicles the ability to sport a higher lift cam with a more aggressive profile. The VAFC II also allows for the VTEC engagement point to be manipulated from 3000-7000 RPM, including the new i-VTEC systems. To protect data maps from being tampered with, the new VAFC II features a password protection system. Also handy for user and tuner benefits is a graph mode that offers real time graph plotting with a built in ghost map trace feature. The graph can relay movement up to 60 seconds.
Cons
Getting familiar with all the various parameters can be overwhelming for beginner or first time V-AFC users. If your tuning skills are inadequate, don't try to be a hero and attempt to tune your car yourself. Take your vehicle to a shop capable of dialing in the A'PEXi unit. Loading the wrong A/F settings and excessive lean conditions can lead to a blown engine.
Notes
We began our tuning process by setting the V-AFC to -5 across the whole power band to see the vehicles response and it's an A/F ratio. Mapping the run on the dyno, we noticed an A/F ratio of 13.0-13.3 from 2000 to 7000 while the numbers increased to 11.6 A/F from 7500rpm to 8000 rpm. Within seconds, we made the necessary changes to decrease A/F ratio on the V-AFC to lean the engine out more on the top end and increased the VTEC crossover point from its original 5300rpm to 5600rpm. Don't attempt on using these exact numbers, as all vehicles vary in performance and tuning. There is no specific parameter setting created for every car.