S2000 Header Building + Testing - Part 3

[Music] I let's see what the Baseline runs are 212 and 150 [Applause] 217 153 let's look at our last run do a before and after so I can see right there and of course by letting it rev a little bit further so every car is different our S2000 has always DED kind of low uh I think the higher mileage ones when the loosen up to seem to make a little bit more power so it's good to get a baseline with the car that you're working on and then you know if you're actually making power you can't just use like a blanket number that everybody else makes your turbo kit based around an oem plus build Factory airbox even the BL valve ran back into the airbox G25 660 turbo very quick spooling turbo very compact so we're building an oem plus na package OEM clutch o flly wheel a specially tuned lht header 440 stage two puty mod diff and then the titanium exhaust is not only to reduce weight it's about a third of the weight it's to have a little bit more sound we want some engaging sound and then to round it off with our cool airbox just for more sustained [Music] power built headers over the years a lot of headers in fact a lot of R&D has gotone in behind the background I haven't shown in the past but to understand different header design you got to test what's out there too there's a few over here including this skun 2 Mega Power which is one of the early Mega Powers they discontinued at Med Alpha this has longer primaries we want to test it against these are the ones included in the stock one and then we're going to do a few tests I haven't shown you exactly but we're changing different lengths on our header uh this back section these tubes here make a big difference diameter and length of course the paring so we're going to use these I'm going to put probably a separate video together about testing these headers so in this episode we're just going to basically go over and see what kind of power each one makes then we're looking at mid-range torque not just looking at Peak horsepower Peak horsep power is what you tell your friends about mid-range usable torque is what you use every day we had this ceramic coated by our powder coat guy Talon you might have seen him on the channel we're showing you his stuff he does all of our powder coat now we've got a merge we' got a throat right here this there's a lot of sizing gone into this a lot of ideas that we're hoping will pay off and again I'll show you the results it's a three-stage step and the Scavenging is where this this header should make the power should fit with the factory heat shield Talon said to install it and let the car run get up to temp for 30 minutes and then let it cool off and it should be good yeah I guess we'll do that'll let it run for 30 minutes and let it sit overnight so we get the exhaust running we find it's got a resonance tone low down in the RPMs it's not where it usually is but it's like a deep drone right there 1900 me get it back there right there 1900 is the loudest is that a frequency of 90 right there but the cat was even low the cat was only like 145° so I don't know if we should warm this up more like on the dyno and do this again before we figure it out because we need to know the speed of sound at that temperature to make it 100% so speed of sound in milliseconds versus air temp and it changes quite a bit weat spot is like a base speaker in here and it's right at 19 under that there's nothing over that if you go there there's nothing [Music] okay you bring it there so while I'm running this for 30 minutes I'm basically breaking in the clutch right here this is something we've done for years and years so that we can essentially tune a car after putting in a new clutch there's an Australian Channel we watched and they based it on something like 2500 clutch prices is to break in a clutch so it's kind of interesting that we did this so long ago and now it's so much more common that people are doing it if you're enjoying the video if you are do me a favor hit the Subscribe button and click the Bell it'll let you know that we upload another video and in the meantime check out the lht store we have some new merge in there we have the hoodies we have the long sleeve shirts we're going to have some short sleeve shirts comeing in for spring and of course all the little odds and ends that we have in the store all year round so check it out LSG performance.com and help support this video we got the S2000 pretty much put together I'm going to drive it this weekend and put a little bit of miles on the diff as well as the clutch we did a little bit of pinent breaking as we uh showed you but it needs a little bit more plus I get a little bit of feel from it I haven't been driving it for a couple of months it's been kind of sitting on the back burner so I'm kind of excited to drive it this weekend all right it's Saturday I am supposed to be doing Christmas stuff right now when I snuck out the house to drive the S2000 I'm putting some miles on the clutch I'm making sure the exhaust is happy I want to do some data log in I want to play with the airbox I want to basically stick something in the hole of that airbox so it eliminates the air coming into it and then let it open and see like the difference of uh temperature into the box versus into the engine just to see exactly what it's doing I know I've got convertible hair I got my Honda hat on OG t-shirt so let's get this thing hooked up and I'll show you the results today it's actually pretty nice in Florida we're looking at an ambient temperature of 73 on the car I'm going to bag that up on the phone too these are the numbers we're going to look at right here uh that's the water temperature that isn't really going to change that much but the IAT intake air temperature that's one we're going to look at right now the hood is open and the lid is on I'm going to go ahead and close the hood and go drive I'm going to try and stay in the same area of driving just in case there's a difference in wind direction back in the L right now the only place is getting air is this right here and Honda do a pretty good job this does somewhat Channel down here and there is air from here uh you can buy snotel that go down here and they definitely do help I'm seeing intake T of 117 I've done two backto back runs on this road just in case there is a headwind and it's changing the data but I'll do two more runs and get an average do a little bit of data log in and see what we get then we'll remove the tape and do the same runs all right that's pretty much it is 117 is about the average is what we're seeing consistently there's one thing I'm curious about is how much this Scoops off the ground willing to bit after some runs I'll be looking at this box and finding all kinds of animals and stuff in here and dead flies and leaves so might end up putting some mesh around that just so we don't get bugs in there all right let's see what what we get I'm going to go do the same road right here I'll do four runs back to back try and keep this speed let me get up to about 50 and we'll just see if there's actually any intake temp differences hopefully we're going to see some drop it's dropping already it's at 111 it's not really massive drop but it's uh it's definitely doing something right now 104 is what we're looking at this is the at the end of this first run I'm going to turn around and go the opposite way now all right so after about 2 hours of testing I mean Christmas tree shopping um we're seeing an average of about 15° drop it's getting warmer I think it's maybe a couple of degrees warmer since I first started the testing but it's still pretty much a 15 to an 18° drop which rule of thumb 10 10° drop is 1% power so on a 200 horsepower motor you know we're picking up a little bit I mean it's already a very good airbox I've shown that back to back tests I'm going to get on the interstate here I'm not going to go balls out cuz I'm still breaking in the clutch I'm just going to show you what the RPM uh difference is with the 444 puty mod diff I'll see if I can drive and shift and film at the same time ready so we're in third gear so let me get it straight third let's run it out to about six fourth uh it's got a 70 let's just progress until about the speed limit so in the CRX at 80 I'm doing like 4500 so I could definitely take this to the dragon and run 80 the whole way not a problem at all actually aspirated I really haven't seen any power from an exhaust uh superchargers the exhaust does very well it isn't until you get to Upper 300s that I've really seen any gains from an exhaust if you tuna car and is making 380 uh you put the best exhaust uh you can find on there and it'll pick up you know four horsepower it's almost like the more power you make the more effective an exhaust is uh same with most of the headers on superchargers you know mid 3s there's no power at all uh once you get to 400 uh skun 2 for instance I've seen you know 5 to 8 horsepower at 400 which isn't a lot but it's a gain and unless you're tricking the numbers to cool the engine down to get that it's actually again free Power it's just using the engine's efficiency uh in the 450 range you do the skunk header and a good exhaust you're going to pick up you know 20 horsepower based on what we've seen about 100 miles on it just wanted to see what the coating looks like on the header it looks like it's holding up really well uh want to do an update on this uh often on obviously once it's on the dyno we're going to see a little bit more heat in there but I wanted to give Talon an update and basically let you guys know if it's something you want to do and get a hold of him for him to do the ceramic coating but so far that looks really good taking a quick drive in the S2000 beautiful day today Sun hasn't actually come up yet we me and Jeff at the shop we're going to go for a little drive around just for no reason other than to enjoy your cars I tell a why there's the Sun and then we're going to stop off at breakfast I got my little buddy with me Sebastian he's always down for a quick ride [Music] around Jeff is driving my car I wanted to get his perspective of how the car feels of cost the sound too it serves as two purposes I can actually hear what the car sounds like on the outside it's actually pretty quiet we going get a few Clips right here but we pretty much spent a full morning driving around driving each of those cars [Music] so it's got a decent sound H his is a bone stock 05 S2000 so interesting to get a different Power feel from the two different cars so I can say I'm happy with the exhaust it's actually a better sound and exhaust than I thought it was going to be now that little drone area when I'm talking about it it's at 1900 RPMs it doesn't sound like a big deal but you pass through 1900 RPMs all the time obviously fast idle is 16 to 19900 so you get it there and then as you take off nice and easy you pass through that it's just the deepest tone and I think we're kind of looking it's in a short period it's by 1,800 there's nothing by 2,000 it's gone so it's a short spot where it's just a deep drone so once we tune that out this will be a fantastic exhaust it's something I will offer it bugs the hell out of me that area some people will say hey well it's only 1,900 don't worry about it it bugs me and we' got to fix it so the resonator is similar to what we put on it right here which is what the factory Honda has it has a branch off well to build a Helm holes resonator you're essentially going to make this into like a little canister and it's all about tuning that canister obviously the diameter and the length and the pipe going and we're going to play with this and try and figure it out but this will cancel out uh resonance we don't need it's all based on that calculation we showed you earlier a lot to do with temperature uh affects the speed of sound and based six hydrocoptic marzel veins so fitted to the ambient lunar Wayne shaft that side fumbling was effectively prevented so we're going to get onto header testing but the exhaust is I would say it's 95% and if you've watched any of my channel if you know anything about L we are not the open header kind of company we're more mature Honda people just cuz we've been in the game for so long and if you're honest with yourself if you daily drive your car or if you're just using nicer cars having that really deep tone that sounds like an earthquake in the back of the car it's just not really acceptable anymore this one is really really good the reason I say it's upper 90% is because the only drone is low down it's right at, 1900 RPM which is bizarre most of the time we that drone it's in the cruising RPM you know 4 to 5,000 RPMs this is that 1900 then it's gone so we're going to do some more work on that we're going to do some tuning play with some Helm hole resonators different sizes different diameters and see if we can eliminate that once we have that this exhaust is fantastic it's one of the better ones that we've been involved in uh it isn't something we're going to produce because we just don't have the facility to have people sitting at benches welding up exhausts all day long that's not what we're about unfortunately how does cat do that but if it's something you want to send the car to us we'll be happy to custom build it to your car and make it absolutely perfect that's the only way we can do it but we are pretty passionate about what we do and what we build we're just not in the game for building little bits and pieces put them in boxes and shipping them out don't have the set so by changing diameter changing merge points and of course by stepping the primaries there's a lot of power changes you can make more power on the top more power on the bottom and drastically affect the way the VTEC change over is which you can play with the VTEC point but you'll see on the dyno if it's actually making power in that point where the changes are so there's a a lot of hours gone into R&D but we're trying to come up with the ultimate header I will make a separate video doing back-to-back tests with these it's actually interest in these four different designs compared to the factory how much it affects the power in different spots I will sell these headers at the end I'll give you guys a deal on these and I'll show you exactly what power they made over stock and give you all the detail so look out for that again in a separate video so we've probably wore out the dyo with this car between different headers changing the header extending the header cutting the header down probably wore out the manifold bolts too so we're back on the dino again let's get some more runs it's amazing how much difference the second set of merges right there just the length how much has changed the mid-range power and affected the upper end power so by basically cutting and changing that length and experimenting we're going to see how much power there is to be [Music] [Applause] found [Music] we are we are dreaming in the dark we are nothing more thanes search but you stay lost all right so cut to the chase the final numbers after all the testing and tweaking and tweaking and tweaking with different head lenss 240 and66 so I'm pretty excited with that cuz it's essentially a stock motor header exhaust which doesn't do a whole lot high flow cat and of course playing with the airbox mod so this was our bone stock run this is our final run in the separate header test I want to kind of show you more of the nerdy stuff behind the scenes but I'll show you here in a minute just some of the the dino runs that we've had this is all header tuning now changing the VTech point will change some of this mid area here but also by the header length we can put the VTech in a different spot some of these when we put the VTE too early it would actually lose power there's some more here I'm going to show you but this is essentially the area that it made the most power there's another full file all on the same header this is all changing the length of the header in different spots this is zoom in on this midsection obviously play with this is changing VTech point you always put your VTech point the lowest point the highest point and see where the crossover is but then as we would play with the headers this area here would change dramatically let me show you the best to the worst on this one this again is the same exact header just playing with tuning on it not a whole lot up top little bit of gains but somewhat through here we could play with the VTEC point we put the VTEC too early it would drop and fall in its face this is the VTEC in the exact same spot by the way the blue and the red these two exact same spot that's just showing you how the engine is using that header design and diameter to make Power this was our best overall Power Band it was almost like a compromise between gaining a little bit here and losing it up here and weld it back together put another Dino do a run take it back chop it down a lot of R&D has gone into this so we're happy with the gains and again this is just based on our car and there's a couple cars we worked on which are higher horsepower cars than ours that I think would benefit from even better gains like I said earlier I don't think I is a really really high horsepower car uh with ad of dyode uh 220 228 bone stock I didn't come close to that so I think this is definitely good gains to give you an idea this one did the best mid-range and torque all the way through but it would do 235 at the top anywh Peter out we changed this design to the one we have now we which we made these 2 in longer we basically took this merge a little bit closer took this distance out here and about 4 Ines shorter here for this merge this had a lot of effect all the way through the mid-range like I mentioned earlier nice thing about having your own Dyno you're not up against the clock you're not paying hourly to test the car this is the bottom section I'm talking about you can see where it picked up pretty much everywhere it mimicked it in every single spot until it came to the VTech change over now this the lower section here did better with a higher VTEC this is a 52 if we dropped it here where it looks like you're starting to lose power and often you could put VTEC early and pick that power back up it would drop off pretty hard so this again was a compromise between upper end and lower end this did the best on the bottom but it did uh lost a little bit up top not a huge amount but enough to make a difference where we want to kind of play with that length quick somebody's going to say why you even messing around it's 160 horsepower why don't you go get a real car or why don't you get a V8 uh this one makes 850 footb we'll talk about that one on a different video but right now let's get back to our Honda S2000 which we're trying to make the best power overall and make the best overall package without sacrificing with the intake and the exhaust stock header this was the best I could get out of it pling with the tune tuning playing with the VTE change over and we always ended up with this slight dip through here we would uh make some decent torque right off the bat but would always end up with this spot didn't matter what I did with the VTEC and of course playing with timing we got a little bit here but it would kind of just do about the same overall and again it's like playing with one versus the other let me show you this one compared to one of the good header tests the green one is the black header I just showed you the super long one you see how much mid-range we got through here all the way through uh up top didn't make a whole lot of gains I mean it's about six horsepower up top not a lot but this this is where the tuning comes in playing with small increments chasing one Hall parab way you make gains and part of tuning is trying to find out where the power increase is if you guys that like to nerd out with me and look at tons and tons of data and H power back to back I'm going to do a separate video on all the headers and cutting and playing with the design this is a perfect example I just see it pretty much petered out at the top but the amount of mid-range which we've got from the header and of course playing with the tune on the header some headers will take a little bit more time and some won't air fuel isn't really affecting them that much once you got the air fuel in check there is't really any power with air fuel timing is obviously making a difference and we're only talking a couple of degrees either way but the amount of Scavenging that we're getting from this mid-range is massive this this is a whole bunch of power right here and it's right from the get-go right from at 2200 RPMs all the way up and we're peing 11 well 10 ftlb more which isn't a ton but when you're dealing with a small amount it's all in the tuning it's amazing how much we have learned from playing with headers keep in mind we're doing this with a cat too so when we change this section here when we keep cutting these down we're actually changing this here keeping the cat in the same spot but this has been our difference our last header uh had the the two collector right here and that's the one that made a little bit more mid-range but it cost the top power so this is by changing this length here I'm still going to play with this for the helm hose it has the drone at 1,00 RPMs which isn't huge but it's just to a point where when you build something that you're really happy with well then it becomes the part that isn't exactly perfect becomes more of an issue and that's the issue to me is 1900 RPMs next part of the video I'm going to get some more driveability with this and get some Impressions I'm going to get a couple of my friends to drive this and now this uh third final design on the header now we can get it coded we've even welded some standof so we can put the heat shield back on but Factory airbox with the airbox mod uh with our cold air addition like I mentioned I don't know if that's going to be for everybody CU I am afraid of driving into water uh this is kind of a bit of a trailer Queen you know I just drive it on sunny day so I'm I'm not as concerned about it but it's just something to think about but hopefully you're enjoying the video hopefully you're getting some ideas is it's been a long journey but this is one of the better off-the-shelf headers this is one of the early skun 2os that discontinued it this one has the really long primaries here before it comes into the first set of collectors and the last collector right there uh by changing the diameter is you help build velocity and keep the speed in exhaust so these are two cheaper headers right here but these did pretty good up top because they got massive primaries but they lost a whole bunch of power in the middle in fact they lost there was worse than the factory but they made more up top being a bigger tube I think with a set of cams more compression something like that essentially the size of the tube coming out the head and then we're stepping it up into this size I'm not going to give you all these numbers you can dig around and play with these yourself and then we're finally finishing off with the 2-in now most of the mid-range we found came from the first set of merges to the last merge right here this section right here we're bring in our primaries down to here in a two-step design and then from here it's going past where the factory cat would be to join them into the single guys to give you an idea this has been going on for about 3 months behind the scenes I can do this only on nights and weekends and between jobs jobs always come first so I don't put my car or my testing before customers we do everything by schedule we only work on one car at a time I don't like to have the parking lot full of cars sitting there waiting to be worked on that makes no sense to me I only want one car in the shop if there is another car scheduled it comes after our car leaves there's no sense in me having your car it's better sitting in your garage than mine but in the meantime don't forget hit the Subscribe if you like what you see and hopefully you're learning I'm learning a lot I've been doing this for 25 years and I still learn every day and I still really appreciate having the ability to do this next video we are going to do the drive-in the testing I'm going to test it against two of my friends S2000 we're not drag racing but we are going to do acceleration runs probably pick a gear maybe we'll do a second gear from 1500 RPMs to Red Line and then to get a comparison of how much kind of torque it will generate we'll do a fourth gear run same thing maybe at 1500 RPMs and put the car side by side and stab it and see actually what the car will do between the Gear the additional power the additional torque and it'd be cool to get some data from that and I'll get my friends to drive it we'll do uh back to back I've already talked to a couple of my friends that are excited about it too so we'll bring you that on the next episode thanks for watching don't forget enjoy your cars and hope you have a good Christmas

Channel: LHT Performance

Views: 13,722

Keywords: S2000 header, S2000 tuning, S2000 dyno, S2000 exhaust, S2000 performance, S2000 before and after dyno

Id: 6orLFTmTpjw

Length: 27min 13sec (1633 seconds)

Published: Wed Jan 03 2024