I approximated the frontal area and cD of the S2k with the values being pretty close to what others have approximated. I made my dynosheet myself just as an exercise. Doing a coast-down test should allow for a pretty accurate cD calculation. check out You just need to be able to datalog from your car and you plug it into VD. It's the fun weekend/track car, so no biggy on the increased noise. The intake is now a slight bit louder, but for anyone unfamiliar with the car, they probably wouldn't even notice. On hacking the stock air box, I figured there are plenty of stock used ones sitting in peoples' garages if I need to buy another one. I don't recall the limit, but it can go higher. Monkius, yeah, I left the sample rate only at 5hz. I'd guess the snorkels have similar performance gains. check out the previous Project S2k article where I made the NACA duct in the hood. I would have bought a spare or something. Was it just a vacuum gauge, or one of these jobbies: and how/where did he install the gauge?Īlso, you're brave for hacking up your only airbox for science. Also interested in hearing a bit more about that pressure gauge that the other forum member used. I'm fairly certain it doesn't work off of OBD-II though, since that samples at some absurdly low rate like 1-3hz, IIRC. What are you using to log data? I think you may have mentioned it in a past article, but I forget which one and where it was mentioned. I told ya those Honda engineers optimized everything. The next spike would be in the ~8400-8800rpm range which works pretty damn well on the AP1 S2000 with the F20c engine revving to 9000rpm. Looking at the data logs all the way down to 2000rpm, there’s a big spike in intake manifold air pressure that range along with above average MAP readings at ~4200-4400rpm and the spikes again at ~6300-6600rpm. On a side note, the stock intake system seems to have a resonance around 2100-2200rpm. One potential culprit is the intake tube being of the OEM ribbed design and another suspect being the intake manifold itself. It appears the intake air flow restriction is located elsewhere in the intake system. Air is pretty good at finding the path of least resistance, so it appears that gap between the internal snorkel and air filter is enough for the air to distribute around the air filter to minimize pressure drop. I put in linear trend lines to characterize the trends and the slopes are pretty much identical. Notice the trend of the intake manifold air pressure dropping with engine speed is still the same. The blue line is the stock air box from previous testing done at a higher sample rate (hence more data points) and higher ambient pressure (so the line is higher). SPOON SPORTS IF THE ITEM HAVE A PRICE NEXT TO IT, WE HAVE IT IN STOCK (UNLESS OTHERWISE STATED).
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