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Discussion Starter · #1 ·
Anyone have this setup? I have read the hondata reprogram is not tuned for the AEM V2, so is it worth the money?
 

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jiffy said:
Anyone have this setup? I have read the hondata reprogram is not tuned for the AEM V2, so is it worth the money?
I have the Hondata 4 flash and a V2. It works fine to me.
 

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jiffy said:
Anyone have this setup? I have read the hondata reprogram is not tuned for the AEM V2, so is it worth the money?
Then you need to go to the Hondata web site and read from the people that made the flash.

Here is the link:
http://www.hondata.com/k20a2release.html

Here is the text:

The programs have been tested to work well with any intake.
 

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I went from the SRI to the V2 and I can say it was a vast improvement.
 

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I got V2 also and was planning on goin with Hondata. Im just wondering if anyone had V2 and switched to CAI with hondata, if so how much of a difference was the change.
 

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Hondata said:
Then you need to go to the Hondata web site and read from the people that made the flash.

Here is the link:
http://www.hondata.com/k20a2release.html

Here is the text:

The programs have been tested to work well with any intake.
The basic Hondata 4 reflash works and I am very glad I got it, but I can't say that it works well with the CompTech Icebox. There is a distinct, and distinctly annoying, power dip right before VTEC that's documented by other Icebox users as well.

My K-Pro is on order and once I get it I'd be grateful for some guidance on how to modify the stock maps for use with the Icebox.
 

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RSX-CT said:
Works great for me with the V2. I don't get any VTEC dip if I'm at WOT, if only partial throttle I get a little dip.

:iamwiths:


i was also wondering if anyone switched to a coldair did u get a noticable change cuz of the coldair hondata combo
 

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RSX_Raver said:
:iamwiths:
i was also wondering if anyone switched to a coldair did u get a noticable change cuz of the coldair hondata combo
I know that MnMotorNutz had the same power dip problem I have with Hondata 4/Icebox. For him, the problem disappeared completely when he switched to an AEM CAI. Since there are a good number of Icebox owners out there and the Icebox is a good design, I wish there were a reflash for it, or at least a K-Pro calibration.
 

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conradb212 said:
I know that MnMotorNutz had the same power dip problem I have with Hondata 4/Icebox. For him, the problem disappeared completely when he switched to an AEM CAI. Since there are a good number of Icebox owners out there and the Icebox is a good design, I wish there were a reflash for it, or at least a K-Pro calibration.
Hmm, people who are insterested in a Icebox tune should all chip in money and have it tune on one car with the k pro and distribute it to the people who contributed to the tuning of the IceBox. :dontknow:
 

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Hondata,
Would you say that it is worth it for those of us with the V2 to switch to a CAI intake or is it not worth the money IYO?
 

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thatguywiththersx said:
Hondata,
Would you say that it is worth it for those of us with the V2 to switch to a CAI intake or is it not worth the money IYO?
I did and hell yes DO IT! DO it! Do it! I have not dynoed it with the Injen CAI , but i fell it pull harder than the v2 ever did , so its got to be +5whp or more I am assuming , plus My post on AEM v2 v. Injen CAI tell you that with the CAI your Intake Air temp will stay 40-50 cooler than v2. Also just changing from a v2 to CAI I dropped my 1/8 time .125 seconds on a 10 degree warmer and 20% more humid day. So is it worth it? Hell yeah. :thumbsup:
 

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I thought a dip before Vtec meant that your Vtec point was set too high and that you need to lower it (like with K pro)? That's why when you have the CAI and #4 flash it turns the torque dip into a torque bump. It's about matching the intake's resonence point.. :dontknow:
 

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Headlight Guy
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BlackNite said:
I thought a dip before Vtec meant that your Vtec point was set too high and that you need to lower it (like with K pro)? That's why when you have the CAI and #4 flash it turns the torque dip into a torque bump. It's about matching the intake's resonence point.. :dontknow:
According to Hondata seminar notes posted up here the resonance point is key to tuning VTEC engagement point. However, in the same notes, the V2 resonence point is referenced as 5900rpm. This in effect, if true, would mean the VTEC point for the V2 on a #4 program would be too low. You'd be better off with the stock VTEC engagement (if true). I think there is a lot more than just VTEC engagement point to tuning out the dip with V2 at partial throttle. One could experiment with the K-pro to get that area of the curve to smooth out. This would be a drawback to the one size fits all program.
 

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RSX-CT said:
According to Hondata seminar notes posted up here the resonance point is key to tuning VTEC engagement point. However, in the same notes, the V2 resonence point is referenced as 5900rpm. This in effect, if true, would mean the VTEC point for the V2 on a #4 program would be too low. You'd be better off with the stock VTEC engagement (if true). I think there is a lot more than just VTEC engagement point to tuning out the dip with V2 at partial throttle. One could experiment with the K-pro to get that area of the curve to smooth out. This would be a drawback to the one size fits all program.
I am pretty sure about the respective resonance points of the AEM CAI and V2. Interestingly, the "stock" calibration of the K-Pro, which I installed yesterday, has completely eliminated the annoying power dip I had with Hondata 4 on my Icebox motor. The power curve feels a lot smoother even though right now I go into (and out of) VTEC at 4,300rpm.
 

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conradb212 said:
I am pretty sure about the respective resonance points of the AEM CAI and V2. Interestingly, the "stock" calibration of the K-Pro, which I installed yesterday, has completely eliminated the annoying power dip I had with Hondata 4 on my Icebox motor. The power curve feels a lot smoother even though right now I go into (and out of) VTEC at 4,300rpm.
I wonder if the 3.5k-4k torque pull on the V2 I feel on my car would be a good area to experiment with VTEC engagement. This might be one of the other resonance points for the intake. Something to consider. Did you have the power dip even while at WOT?
 

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RSX-CT said:
I wonder if the 3.5k-4k torque pull on the V2 I feel on my car would be a good area to experiment with VTEC engagement. This might be one of the other resonance points for the intake. Something to consider. Did you have the power dip even while at WOT?
I had the power dip both at part throttle and under WOT (but realize that was an Icebox). In order to speculate what impact the V2's dual resonance points might have on the power curve we'd need to know where those points are (the AEM site doesn't say), what exactly, in theory, the impact might be, and then take a look at a dyno curve to see what's happening at those points. A K-Pro, of course, would also allow you to datalog and take a VERY close look at the exact resonance points and what all the related variables are doing.
 

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Discussion Starter · #18 ·
This sucks I don't want to fork out the cash to buy another intake just to get the hondata flash. Wonder if hondata has any plans on making a flash for the AEM V2 intake cause I probably wont get the flash now.
 

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Headlight Guy
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conradb212 said:
I am pretty sure about the respective resonance points of the AEM CAI and V2. Interestingly, the "stock" calibration of the K-Pro, which I installed yesterday, has completely eliminated the annoying power dip I had with Hondata 4 on my Icebox motor. The power curve feels a lot smoother even though right now I go into (and out of) VTEC at 4,300rpm.
FYI, Hondata reference to resonance points plus a lot of other good info. I found from someone in another thread

"Resonance point (bottle blowing) on AEM 3500rpm V2 is 5900 rpm. The longer the pipe, the lower the resonance point. At 4000, will also help 8000."
http://www.hybrid-racing.com/~stanky2/phpBB2/viewtopic.php?p=3604#3604

Come to think of it, you already posted in that other thread. Nevermind.
 

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jiffy said:
This sucks I don't want to fork out the cash to buy another intake just to get the hondata flash. Wonder if hondata has any plans on making a flash for the AEM V2 intake cause I probably wont get the flash now.
In every possible instance and combination of intake and exhaust you are going to be far better off in power and torque with the reflash than without.

For example you will make more power with the V2 and reflash than a CAI without the reflash.

The fine tuning - to extract every last HP requires a programmable ECU and Hondata cannot tune every RSX in the US. Thus the reason for the K-Pro.

As stated above:

The programs have been tested to work well with any intake.
 
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