Hello fellow Honda Enthusiasts, I write to you today a write up & review on an aftermarket computer now available for the Honda K series.
The computer I will be discussing is an EMS – Engine management system Fuel Injection
They have been in the scene for over 20 years with much great success powering 6 second vehicles to your daily street warrior. Besides computers they do a whole range of other goodies which can be found in the following link:
http://emsefi.com/onlineshop/
Or you can browse their website in the following link:
http://www.emsefi.com/emsefi/
Incar Racing located in Wetherill park has been working alongside EMS to create a computer for the Honda K Series motors to put another option out on the market for Honda owners. Your most common computer would be a Hondata K-Pro followed by the Haltech Platinum’s, but now we have the EMS Motorsports Available.
I’m not here to win you over or convince you to go EMS, but simply to show the potential , features and results of the EMS on the DC5R
A common problem when using the K-Pro or Haltech’s on the DC5R was losing the Immobilizer and having the annoying Green key flash on your cluster. We made sure first of all this was not a problem, EMS have created this computer to work alongside the stock ECU so this does not happen. So yes, they have built a fully tuneable computer which does NOT set off or de-activate your Immobilizer! Extra brownie points? We think so!
The test mule was my DC5R, EMS have created a simple Plug-In and go harness or a more technical term being the 'patch harness', this harness basically plugs into your Stock harness, then splits off into two, one going into your stock ECU and the other powering the EMS Motorsport. This means you can simply unplug your EMS computer at any time, reconnect the harness to your stock computer and away you go, back to a stock tune and computer, being a 'patch harness' you can still connect extra inputs and outputs to the EMS ECU such as a flex fuel sensor.
Please see the picture below for reference:
Now it may seem as a Piggy-back setup but in actual fact it isn’t, the EMS motorsport is able to control a whole heap but to keep it simple I’ll note the main things and a link to provide the rest of the information :
Fuel ,Timing, VTEC switch point, Cams, 2 step launch control, rev limiter, E-Flex/E85, Turbo, Nitrous, Data logging, real-time tuning
Full Specs See here : http://www.emsefi.com/emsefi/index.p...=1&limitstart=
So why keep the stock ECU in place? The stock ECU on a DC5R runs many things in which EMS decided if it doesn’t need to be tampered with then why touch it? The immobilizer for one amongst many other things such as the cluster, idle control, alternator and with keeping the stock computer in place it keeps reverting the car back to stock easy as possible and keeping it as factory as possible whilst still having full control over tuning!
As we all know Dyno’s are a simple tuning tool, whilst some may rave on about numbers and how much extra killerwasps their red calipers gave them, the Dyno is used to extract the maximum output out of your motor whilst keeping the motor reliable and safe day & night!
As mentioned the test mule was my DC5R. We did a Base Dyno run of the air/fuel ratio, torque and of course killer watts.
The supporting modifications on the car looked like this:
K20A2
Toda headers: (4-2-1, 4:45mm 2:50mm 1:55mm Tapper: 60mm)
Toda Cat
Fujitsubo Powergetter (60.5mm/2.38”)
Injen CAI
Hardrace Engine mounts
17x9+35 rims with 225/45/17 tyres
This provided the following results:
122.8kw @ 8400rpm
154nm @ 6800rpm
14.302 @ 97.26mph 60ft, 2.201
*Red line is with above mods, Green line is with Completely stock K20A2*
With the exact same modifications and an EMS Motorsport tune by Incar Racing we got:
131.6kw @ 7950rpm
175nm @ 5100rpm
Yet to be raced at 1/4mile
*Please excuse the hard to read dyno graph, ran out of ink
*
Torque graph
A/F Ratio
So what can we say about this? We got an extra 21nm of torque 1500rpm’s earlier, we have gained 9kw peak power and the A/F Ratio’s are almost identical if not better than prior to tune. On the track this should see a reduction in 60ft times and due to extensive and precise cruise tuning and the slightly better A/F ratios a better fuel economy over the whole range.
Incar Racing tried changing the VTEC switch point every 100rpms to find the sweet spot on this setup, now whilst every car and setup would be different the best switchover point for this car was 6150rpm. As mentioned we tried upwards of 3800rpm increasing every 100rpm, with this setup the typical (4500, 4800,5400) switch over points were creating a dramatic dip in power and torque after VTEC kicked in (YO) thus losing power and torque down low.
Incar Racing's Dyno is regularly being calibrated by Official Dyno Dynamics technicians as we like to keep our results and power figures as accurate as possible. Some may call it a low reading Dyno but we call it a accurate dyno, This car has been Dyno'd on 2 other dynos throughout sydney's performance shops registering a 134kw on 1 and 129kw on another PRIOR to tune.
Extra comments by the tuner himself:
This car requires a 2.5” to 3” exhaust to breathe properly which should see anywhere from 2-10 kw increase, coupled with a larger throttle body & a RBC intake manifold a mid to high 140kw figure and a 170-190nm torque figure should be reachable! The increased torque down low should make driveability from day to day much better. The car it self has more in it and could squeeze some more power out of it but we wanted a safe tune which the car can be tracked and reved to 9000rpm all day every day and not have a single problem, detonation or knock knock boom!
Pricing:
Incar Racing currently is offering this setup for $2200. This is Supplying the computer & Harness, Fitting and Tuning. I can speak to them to see if a Forum special or Club special could be organised?? But best to contact them on 97571218.
We will be heading out to WSID next week (pending weather) to see the difference!
Thanks for taking the time to have a read!
Incar Racing Facebook
https://www.facebook.com/pages/Incar...1396965?ref=hl
The computer I will be discussing is an EMS – Engine management system Fuel Injection
They have been in the scene for over 20 years with much great success powering 6 second vehicles to your daily street warrior. Besides computers they do a whole range of other goodies which can be found in the following link:
http://emsefi.com/onlineshop/
Or you can browse their website in the following link:
http://www.emsefi.com/emsefi/
Incar Racing located in Wetherill park has been working alongside EMS to create a computer for the Honda K Series motors to put another option out on the market for Honda owners. Your most common computer would be a Hondata K-Pro followed by the Haltech Platinum’s, but now we have the EMS Motorsports Available.
I’m not here to win you over or convince you to go EMS, but simply to show the potential , features and results of the EMS on the DC5R
A common problem when using the K-Pro or Haltech’s on the DC5R was losing the Immobilizer and having the annoying Green key flash on your cluster. We made sure first of all this was not a problem, EMS have created this computer to work alongside the stock ECU so this does not happen. So yes, they have built a fully tuneable computer which does NOT set off or de-activate your Immobilizer! Extra brownie points? We think so!
The test mule was my DC5R, EMS have created a simple Plug-In and go harness or a more technical term being the 'patch harness', this harness basically plugs into your Stock harness, then splits off into two, one going into your stock ECU and the other powering the EMS Motorsport. This means you can simply unplug your EMS computer at any time, reconnect the harness to your stock computer and away you go, back to a stock tune and computer, being a 'patch harness' you can still connect extra inputs and outputs to the EMS ECU such as a flex fuel sensor.
Please see the picture below for reference:
Now it may seem as a Piggy-back setup but in actual fact it isn’t, the EMS motorsport is able to control a whole heap but to keep it simple I’ll note the main things and a link to provide the rest of the information :
Fuel ,Timing, VTEC switch point, Cams, 2 step launch control, rev limiter, E-Flex/E85, Turbo, Nitrous, Data logging, real-time tuning
Full Specs See here : http://www.emsefi.com/emsefi/index.p...=1&limitstart=
So why keep the stock ECU in place? The stock ECU on a DC5R runs many things in which EMS decided if it doesn’t need to be tampered with then why touch it? The immobilizer for one amongst many other things such as the cluster, idle control, alternator and with keeping the stock computer in place it keeps reverting the car back to stock easy as possible and keeping it as factory as possible whilst still having full control over tuning!
As we all know Dyno’s are a simple tuning tool, whilst some may rave on about numbers and how much extra killerwasps their red calipers gave them, the Dyno is used to extract the maximum output out of your motor whilst keeping the motor reliable and safe day & night!
As mentioned the test mule was my DC5R. We did a Base Dyno run of the air/fuel ratio, torque and of course killer watts.
The supporting modifications on the car looked like this:
K20A2
Toda headers: (4-2-1, 4:45mm 2:50mm 1:55mm Tapper: 60mm)
Toda Cat
Fujitsubo Powergetter (60.5mm/2.38”)
Injen CAI
Hardrace Engine mounts
17x9+35 rims with 225/45/17 tyres
This provided the following results:
122.8kw @ 8400rpm
154nm @ 6800rpm
14.302 @ 97.26mph 60ft, 2.201
*Red line is with above mods, Green line is with Completely stock K20A2*
With the exact same modifications and an EMS Motorsport tune by Incar Racing we got:
131.6kw @ 7950rpm
175nm @ 5100rpm
Yet to be raced at 1/4mile
*Please excuse the hard to read dyno graph, ran out of ink
*Torque graph
A/F Ratio
So what can we say about this? We got an extra 21nm of torque 1500rpm’s earlier, we have gained 9kw peak power and the A/F Ratio’s are almost identical if not better than prior to tune. On the track this should see a reduction in 60ft times and due to extensive and precise cruise tuning and the slightly better A/F ratios a better fuel economy over the whole range.
Incar Racing tried changing the VTEC switch point every 100rpms to find the sweet spot on this setup, now whilst every car and setup would be different the best switchover point for this car was 6150rpm. As mentioned we tried upwards of 3800rpm increasing every 100rpm, with this setup the typical (4500, 4800,5400) switch over points were creating a dramatic dip in power and torque after VTEC kicked in (YO) thus losing power and torque down low.
Incar Racing's Dyno is regularly being calibrated by Official Dyno Dynamics technicians as we like to keep our results and power figures as accurate as possible. Some may call it a low reading Dyno but we call it a accurate dyno, This car has been Dyno'd on 2 other dynos throughout sydney's performance shops registering a 134kw on 1 and 129kw on another PRIOR to tune.
Extra comments by the tuner himself:
This car requires a 2.5” to 3” exhaust to breathe properly which should see anywhere from 2-10 kw increase, coupled with a larger throttle body & a RBC intake manifold a mid to high 140kw figure and a 170-190nm torque figure should be reachable! The increased torque down low should make driveability from day to day much better. The car it self has more in it and could squeeze some more power out of it but we wanted a safe tune which the car can be tracked and reved to 9000rpm all day every day and not have a single problem, detonation or knock knock boom!
Pricing:
Incar Racing currently is offering this setup for $2200. This is Supplying the computer & Harness, Fitting and Tuning. I can speak to them to see if a Forum special or Club special could be organised?? But best to contact them on 97571218.
We will be heading out to WSID next week (pending weather) to see the difference!
Thanks for taking the time to have a read!
Incar Racing Facebook
https://www.facebook.com/pages/Incar...1396965?ref=hl
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