184 RWHP S4 6-port
08-01-12, 01:13 AM
#1
184 RWHP S4 6-port
82 GS, S4 6port 13B, street port, 184.9hp/152tq in a 1st gen, but still an S4 motor
DSC_0942.mp4 video by 1stgenrx - Photobucket
DSC_0942.mp4 video by 1stgenrx - Photobucket
08-02-12, 05:39 PM
#3
thanks, as per why an S4 motor, I had an 86 GXL that i picked up years ago for $300, but the body was questionable and it would take too much money to make the car as a whole useable again, so i gutted the whole engne, efi harness and assorted electronics out and used them to replace my old carb'd 12A... plus i wanted more power, better fuel economy and better driveability 
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08-03-12, 09:18 PM
#8
yes, 152tq. and im still unsure as to why, but my factory ecu doesnt seem to want to push the injectors past ~65% duty cycle (which seems pretty low to me) regardless of how much i add with the SAFC. A/F's will hold pretty much 13.5:1 until around 6500, then it will progressively lean out to around 14.5:1 by 8k... i wonder if the "20k mile" switch for the ECU has anything to do with it 
08-04-12, 07:20 AM
#9
I'm sure you know this, but you're probably very close to the max of what the stock 460cc injectors can handle for power
Regardless, 185 whp is alot for an na. That means you're pushing around 210+ to the flywheel, and being in the light 1st gen chassis I'm sure you could run a high 13 sec pass/low 14 if you went to the strip.
I'd say your car has more power than my old rx7, mine probably had 170 hp or more to the flywheel is my guess.
I had an s4 n/a with a streetport by rotary resurrection, i had my 5/6 ports completely removed, tb mod + porting, i had racingbeat streetable header, straight pipe (no cat), and borla catback exhaust. Had my emissions, ac, powersteering and airpump removed.
I never dynoed mine but i was able to keep up to a 90 nissan 300zx automatic and a 05 bmw 330i, runs on the highway , dead even ---but pulling everytime i switched gears (i had a lightweight flywheel and upgraded clutch).
Regardless, 185 whp is alot for an na. That means you're pushing around 210+ to the flywheel, and being in the light 1st gen chassis I'm sure you could run a high 13 sec pass/low 14 if you went to the strip.
I'd say your car has more power than my old rx7, mine probably had 170 hp or more to the flywheel is my guess.
I had an s4 n/a with a streetport by rotary resurrection, i had my 5/6 ports completely removed, tb mod + porting, i had racingbeat streetable header, straight pipe (no cat), and borla catback exhaust. Had my emissions, ac, powersteering and airpump removed.
I never dynoed mine but i was able to keep up to a 90 nissan 300zx automatic and a 05 bmw 330i, runs on the highway , dead even ---but pulling everytime i switched gears (i had a lightweight flywheel and upgraded clutch).
08-05-12, 08:57 PM
#10
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yes, 152tq. and im still unsure as to why, but my factory ecu doesnt seem to want to push the injectors past ~65% duty cycle (which seems pretty low to me) regardless of how much i add with the SAFC. A/F's will hold pretty much 13.5:1 until around 6500, then it will progressively lean out to around 14.5:1 by 8k... i wonder if the "20k mile" switch for the ECU has anything to do with it
08-06-12, 11:56 PM
#11
re-amemiya body vert
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Have to give you credit for this. Considering the stock S4 made 146 hp at the crank and you made 184 to the wheels, that is sweet. Must be a lot of fun to drive!
08-15-12, 10:16 PM
#13
mild/moderate street port using Pineapple Racing templates and enlarged upon, S5 TII rotor housings, Goopy performance oversized apex seals, Goopy performance 6 port inserts (removes barrels and replaces with "ramps" permanently fixed the end of the port), fully removed 6 port actuator rods and assemblies, sealed off remaining holes and smoothed over. Ported, smoothed and port matched throttle body, upper plenum, intermediate manifold and lower manifold, random no name cone air filter. Exhaust is a RB header with inlets ported and smoothed to better work with later model 13b ports, the collector was cut off and I ran dual 2" pipes to a RB dual inlet muffler. All emissions removed and blocked off, throttle body has been stripped down to the bare essentials, as well as the engine harness. Walbro 255 fuel pump, 4 reman'd stock 460cc injectors, SAFC-II for control, and a MSD 6AL running my leading coil
...and not really having anything to do with power per say but... the header primaries and wrapped heavily to keep manifold temps down, large 3 row aluminum radiator w/ Taurus efan, and im using the old old pre-84 215mm RB steel flywheel w/ the S4 counterweight (motor was originally an auto) and a clutchmasters stage 3 kevlar clutch.
thats about all i can think of for now. although i am picking up a pair of lancer evo 560cc injectors soon to replace my secondaries and see if i can gain some more top end, ill just have to retune my SAFC past 3500 rpm, but no biggie
...and not really having anything to do with power per say but... the header primaries and wrapped heavily to keep manifold temps down, large 3 row aluminum radiator w/ Taurus efan, and im using the old old pre-84 215mm RB steel flywheel w/ the S4 counterweight (motor was originally an auto) and a clutchmasters stage 3 kevlar clutch.
thats about all i can think of for now. although i am picking up a pair of lancer evo 560cc injectors soon to replace my secondaries and see if i can gain some more top end, ill just have to retune my SAFC past 3500 rpm, but no biggie
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08-20-12, 12:10 PM
#16
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08-22-12, 10:20 PM
#18
I think it is just a package that meshed well together, even tho intended, more likely by coincidence and luck. Probably just all the little things coming together making a larger picture. I can say that I did spend a lot of time on the intake manifolds, which from what ive heard many times, is the first bottle neck in making power on a S4 NA motor. I found that there is a lot of port mismatch from the TB all the way to the LIM. I even found 1/8" to 1/4" of lip in some areas, esp. around the upper plenum to intermediate runner section. by the time I considered the manifold "done" I couldnt feel the transitions by hand in any of the mating surfaces, and i smoothed over/polished all the casting marks and surfaces I could find upstream of the injectors paths/runners, including the entire upper plenum chamber.
...in a nut shell, I went to the dyno hoping for 160 at the wheels, when I was told 181WHP after the first run I started with my questions about HP correction, the atmospheric factors and so on. and yes, the dyno had its own weather station being used for inputs for correction showing the actual in the garage temps, atmosperic pressure, humidity and so on so Im pretty confident nothing was fudged to inflate my ego/or build up the tuners name .esp as it was a "trade of services" deal and no money or reputation was being exchange. I advanced the CAS a few degrees and after the 3rd run i was just shy of 185WHP and decided it was safe to call it a day, and not push my luck advancing timing any further.
The next leg of my journey now involves picking up 4 Lancer EVO9 560cc injectors this week and im gonna start by popping a pair of them in my secondary fuel rail and retune my SAFC to see if i can take care of the 6500-8000RPM fuel issue..then maybe.... just maybe consider goin the next step of a semi-stock S4 NA-T setup
...in a nut shell, I went to the dyno hoping for 160 at the wheels, when I was told 181WHP after the first run I started with my questions about HP correction, the atmospheric factors and so on. and yes, the dyno had its own weather station being used for inputs for correction showing the actual in the garage temps, atmosperic pressure, humidity and so on so Im pretty confident nothing was fudged to inflate my ego/or build up the tuners name .esp as it was a "trade of services" deal and no money or reputation was being exchange. I advanced the CAS a few degrees and after the 3rd run i was just shy of 185WHP and decided it was safe to call it a day, and not push my luck advancing timing any further.
The next leg of my journey now involves picking up 4 Lancer EVO9 560cc injectors this week and im gonna start by popping a pair of them in my secondary fuel rail and retune my SAFC to see if i can take care of the 6500-8000RPM fuel issue..then maybe.... just maybe consider goin the next step of a semi-stock S4 NA-T setup
10-30-12, 03:48 PM
#23
I've got an 88 vert with a mild to moderate streetport, atkins 6 port sleeves, turbo exhaust sleeves, a k/n cone air intake, a rb header and presilencer, and a stock cat back (which i plan to upgrade soon). Everything else is stock.
After I get a rb catback (or maybe something else), where is my biggest bottle neck if I want to break 200hp at the flywheel? I haven't done any dyno's, but I would guess I'm at least 20 horse short of that currently.
I understand that rtec is some sort of ecu upgrade but I'm not really sure what it does or where to even get it.
Any advice?
After I get a rb catback (or maybe something else), where is my biggest bottle neck if I want to break 200hp at the flywheel? I haven't done any dyno's, but I would guess I'm at least 20 horse short of that currently.
I understand that rtec is some sort of ecu upgrade but I'm not really sure what it does or where to even get it.
Any advice?
10-30-12, 03:55 PM
#24
It seems like if you have an O2 sensor, the stock ECU would automatically adjust for any upgrades you made that increased engine flow. I don't really know what tuning would be even necessary on an NA fuel injected engine, but I'm still learning.
