Various dynoplots of tuned d14, around the web

[BETEK]

What about detonation issue.
In such high compressions can D14s work well?

[Dodo Bizar]

I actually doubt the entire graph. The graph looks too nice... exactly like a normal mini-me swap would be with OEM cams and close to normal CR, so, just above 10. But that comes only close to 100 bhp per litre... so around 150.

As with Jelle his setups, going over 12 really puts you in the danger zone of detonation, even Lakai had major detonation with just 10.3 CR. What I always note is that the nice clean and smooth torque curve is destroyed once you enter the zone of special cams and/or high compression. Jelle, to my believe had never this nice a curve with both his OEM cam or current cam. Current cam is quiet terrible btw... btw, my stage 1 is pretty spiky as well.

A second reason to doubt this graph: what are the wheel losses? I don't see them on the chart which in my experience always is the sign of possible 'fraude'.

I realise I should actually click the link and check it out, but no time for that... I'll see the responses here.

[DaWaN]

The engine is equipped with the following parts:
CompCams camshaft
Carillo rods + CP pistons
Ported head
Skunk2 IM
Skunk2 valve springs, crower retainers
Ferrea valves and valveguides

[ilya]

about D15 with 176HP

http://www.r2racing.ru/blog/zloj-d15-176-hp-180-nm.html blog

-Hondata S300 + P28
-Air Intake PasswordJDM
-IM Skunk2
-Valve Guides Ferrea
-springs and plates Crower
-Shaft CompCams
-Custom Piston in CP Piston
-Custom piston-rod Carrilo in CP Piston

http://www.r2racing.ru/wp-content/uploa ... o-Vtec.jpg
without vtec have 140hp

and he use Vtec conversion? what is?

Result:
176@180nm
and price this work $7000

[hondaNickx]

Here's a great example of a guy i know here in Belgium.

D15B2 bottom end
- PM IG pistons (D13B2) 12.5 :1 Cr
- D16Z6 cilinderhead (Stock ports!)
- OMI performance valves
- OMI performance valve springs
- OMI performance titanium retainers
- D16Y8 head gasket
- Bisimoto Level 3 z6 billet cam
- 4-2-1 custom header 2.25" OD exit ('Bisi style')
- Skunk 2 intake manifold
- B16 60mm throttle body (Tapered)
- D13B2 S20 transmission
- Hondata IM gasket
- Hondata S300 OBD1
- CIA gettho style isolated




This is his results at the moment with a retrictive header and exhaust and stock cylinderhead ports.Tuned with Ectune now cause it had problems with the Hondata ecu being faulty.The head will get fully ported and the exit diameter of the header will be enlarged to 2.25" ID because it's 2" ID at the moment.
Keep in mind this dyno reads low Whp due to double rolls.The crank hp is correct

[BETEK]

Pretty impressive
I think the Naturally Aspirated D-series (especially D14s) engines are not explored as B-series ones.
The D-series gains lots of power from tuning, even more B-series with percentage comparing. And to have in mind that there are not many aftermarket parts for engine tuning for D-series
As time passes the more I like D-series engines and have more respect to them.

[ilya]

without turbo?
it dangerous for engine? i mean engine D-serise dont blow up?

[saxophonias]

impressive! I would like to know how these mods stand through time and everyday use. I think the way Joris went and similar paths too (around 145hps) have been proved to be stock reliable, which is vital to me

[mynameisowen]

This is really awesome I love seeing high power non turbo D-series.

I'm interested on the driveability aswell though. How long has he had this set-up and whats the reliability like? Does he race it or is it meant for street?

[hondaNickx]

He does drag racing at events , Blew up his previous engine last year on KOE (King of Europe) drag racing event due to a miss shift en rebuilded it this year.I'm not sure if he uses it everyday but he does drive around with it a lot to bittburg (germany) for a drag racing event for example.So it get's used quite a lot and not only for drag racing .It's also still road legall and gets true inspection every year.