Wow, I must say the craftsmanship is awesome, and John from LHT was cool enough to call me and give me some more tuning pointers. I can't wait to get the rest of my stuff back from my machine shop so i can finally test this thing out. After seeing it in person, i am pretty confident i won't end up with a 1,000 dollar paperweight. New ETA about 3 weeks for project LHT dyno madness.
I am still kicking myself in the ass about what to do with my water injection setup. I want to run it with the lht intercooler, but don't know where to position the nozzle anymore. I was thinking of tapping each individual runner for a direct port water injection setup running the 4 smallest aquamist nozzles but i have a feeling that will still be to much water. My second idea was to keep the nozzle i have and spray into the intake pipe and through the blower. The thing about this is i am scared to spray anything through the blower at high rpms because i am figuring there isn't going to be much room for water and air to squeeze between those blades. I know turbo guys don't spray through the turbo for that reason alone, but turbos spin at 100,000rpm -150,000rpm compared to something like 18,000 on the high end for a m62 blower. Any other thoughts and ideas would be appreciated, thanks guys.
<font color="#a62a2a" size="1">[ April 10, 2004 11:33 AM: Message edited by: BXSI ]</font>
<font size="2" face="Verdana, Helvetica, sans-serif">Thats great, congratulations! As you may remember I've got one myself (still not installed though [img]frown.gif[/img] ) I'd really appreciate it if you could pass on those tuning tips John gave you... must have been stuff he learned since I got mine!Originally posted by BXSI:
Wow, I must say the craftsmanship is awesome, and John from LHT was cool enough to call me and give me some more tuning pointers.
Thanks, Mark.
Yesterday, I had the pleasure of tuning a '96 JRSC Integra LS equipped with the LHT intercooler system. Obviously, I was excited to do so because I wanted to see first hand what benefits the LHT system could offer to improve the JRSC system.
I was hoping the customer would have posted this info first (I didn't want to "Steal his Thunder")... however, since he hasn't, I will pass on his information (along with some general observations I made) from the tuning session:
The temperature was approximately 76'F throughout the tuning session. The car was running approximately 9.5 psi. A CRV crank pulley and an Endyn stepper pulley were responsible for the additional boost. RC 440's were handling the fuel delivery duties... instructed by a Hondata s200b provided by yours truly. The LHT system was operating in a stock configuration... meaning we were NOT using ice-water or any special fluid types to taint the results. We simply pulled the car up on the dyno and tuned it like any other. I tuned the car using the ROMulator... so the car was RUNNING constantly for nearly two hours. During this time, I monitored the Intake Air Temps constantly... and I found that under WOT loads, the car would reach maximum IAT readings of around 160'F... when the throttle blade was closed near redline, the temps increased by another 10-14 degrees... yet, once the car idled down, the IAT values began dropping rapidly. In a matter of two to three minutes, IAT readings would be in the 102-105'F range. A stock JRSC kit without an intercooler would behave in a similiar fashion with two exceptions: First, IAT readings at or near redline would usually be in the 200-220'F range... which is 50 to 60 degrees HOTTER than the LHT equipped system. Second, there is absolutely NO WAY that one could do as many back-to-back runs as I did with a conventional JRSC kit without encountering a HEATSOAKED blower... one typically gets two to three runs in a row before a pause in the process is necessary just to eliminate the HEAT and sky-high IAT readings as a tuning variable. There was no significant heatsoak during the entire tuning session while using the LHT Intercooler system.
Now for the juicy part you all wanted to read:
I only revved the car to 7000 rpm because the engine is COMPLETELY stock...
197 wheel HP @ 7000 (the graph continued to climb, so I suspect we would have made over 200 if we pushed the car to say 7500)
170 lbs/ft Torque @ 4800... we began each run around 2500 rpm, and the torque reading at this point was 160 lbs/ft... and it didn't drop below 150 lbs/ft until 6700 rpm !!! I would call this a TORQUE PLATEAU !!!
ANY QUESTIONS ?!?!?
sorry for not keeping track with many non-vtec JRSC'ed motors... but how do those torque and power results compare to a similiarly equipped LS w/o the intercooler?
My tuner has a JRSC GSR 10 lbs boost with LHT and he said that it didnt really add horsepower just runs alot cooler.
From what your saying it seems that the LHT is worth the money because of the lower IAT temps. Its more efficient so you have a healthier powerband. It might not add much horsepower but it wont effect your powerband as much as a non intercooled jrsc.
Maybe we can do a groupbuy on the LHT if john approves of it? Im very interested
This is exactly what I wanted to know about the LHT intercooler setup..maybe I won't go turbo after all...heheh...
Sounds like the LHT would be a great investment for my car... I just have to start saving up after my house payments are square... [img]tongue.gif[/img]
jim - thanks for that detailed explanation. does anyone know what typical LS dyno numbers are for a non-intercooled setup?
BXSI and mgro - i'm waiting patiently for your results [img]wink.gif[/img]
i have my doubts that john would be up for a group buy, however i'm sure it wouldn't hurt if someone wanted to ask. i would be in for sure.
who knows maybe we can get a non polished one groupbuy. but they look 1000 times better polished
Glad to finally read some feedback on the LHT unit. Still believe that the SMC slcohol injection kit it's a much better investment. While my car it's still untuned (waiting for my ROM editor to arrive) i datalogged intake temperatures as low as 63F when spraying. I'm still interested on finding out the numbers on the LHT intercooler on a set up similar to mine.
Would there be a problem with using the smc and the lht? That way you keep your intake temps at a reasonable level at all times and then really bring them down when making passes. I guess the thing that really sucks is that we have all spent enough money on the jackson to have made 300+ hp with a turbo. Now we have to spend another grand just to help lower intake temps. Dont get me wrong, once i see proof, i am all in. I like being the underdog. [img]biggrin.gif[/img] Oh, and how much is an smc?
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