Yup, it has. I've used it a few times in the past and with my new build I needed to look it up again. I find it easier to use than the zeal calculator, which is the other one posted here, so I figured I'd just post it for reference.
I looked through the K series calculator and I was amazed at how alike many of the parts were. All of the K series heads have the same combustion chamber size for example. Perhaps a bit of a view into how Honda is using identical base parts to reduce cost?
I wish it included the Y5. I would much rather have a Y5/A6 mini-me than a Y8/A6, especially in a wagon. Not just for the fuel economy but that the low RPM VTEC-E activation on the Y5 makes for much more fun on the street and a more usable power band. The D16Y8 has nothing on a Y5 with a VTEC trans.
I'm not the slightest bit intimidated by converting to OBD2 but I would like to know what the static compression ratio would be to give me an idea of whether I'd have to use an EMS and high octane gas. I've had a Y5 head for the longest time but I only just recently got a wagon.
Going to obd2 for vtecE? Is the vtecE really worth it? I'm going to obd1 with a chipped p28 so i can change everything, obd2 just seems like a hassle for real tuning purposes.
The Y5 VTEC-E is very peppy in the low to mid RPMS. I very much prefer the broad flat torque that comes in early to the Y8s 6000 RPM power grab (or worse, the Z6 which is gutless until it peaks 3hp higher than the Y8). I don't get off on feeling VTEC take effect. To me, that huge dip before the crossover is just a missed opportunity.
The Y5 with a Y8 trans is something you have to experience to believe.
The Z1 is a completely different animal. Wholly and completely different. Don't use a P07 on a Y5. Don't use a P28 on a Y8 for that matter. The OBD2 D-series underwent a drastic change in combustion chamber design. Honda decided to make the power more usable for everyday driving instead of the earlier Z6 where they just went for the highest peak hp number they could get within the design/financial constraints.
You should never use an OBD1 tune on an OBD2 D-series. The ignition timing requirements are very different since the OBD2 D-series heads are more efficient, requiring less timing advance. The P28s timing map is going to peak the combustion front too early for the Y8/Y5. The torque curves are also quite different so the fuel map isn't optimal, though with O2 feedback under partial throttle it just isn't as big a deal as the ignition timing.
As for whether OBD1 is hackable and OBD2 is not... I don't really care. I don't screw around with those hacks. Too inconsistent and frustrating. Too many constraints with the stock ECU hardware. The price of the AEM EMS has come way way down with the gen2 and it gives you absolute control. You can do anything that you'd ever want to do with a Honda engine. Hell, I had a 3 Stage VTEC converted to direct ignition until I sold it a few months ago.
SORRY I'VE TAKEN THIS WAY OFF TOPIC. If anyone wants to continue this discussion, copy this into a new thread.
superhatch
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Sonofa. When I used it last i just used the home page, not the series specific pages. That is a nice calculator.
Yeah it is, also the knology one has some bad Data, the d16y8 and d16y7 heads yields different results when strapped to a d15b7!
The Y7 head has the same size combustion chamber as the Z6. The Y8 chamber is smaller.
Yeah, for some reason the knology one says the y7 and y8 are the same, unless I read that wrong.
I'm not the slightest bit intimidated by converting to OBD2 but I would like to know what the static compression ratio would be to give me an idea of whether I'd have to use an EMS and high octane gas. I've had a Y5 head for the longest time but I only just recently got a wagon.
VTEC-E is not peppier down low, quite the opposite.
The Y5 with a Y8 trans is something you have to experience to believe.
The Z1 is a completely different animal. Wholly and completely different. Don't use a P07 on a Y5. Don't use a P28 on a Y8 for that matter. The OBD2 D-series underwent a drastic change in combustion chamber design. Honda decided to make the power more usable for everyday driving instead of the earlier Z6 where they just went for the highest peak hp number they could get within the design/financial constraints.
You should never use an OBD1 tune on an OBD2 D-series. The ignition timing requirements are very different since the OBD2 D-series heads are more efficient, requiring less timing advance. The P28s timing map is going to peak the combustion front too early for the Y8/Y5. The torque curves are also quite different so the fuel map isn't optimal, though with O2 feedback under partial throttle it just isn't as big a deal as the ignition timing.
As for whether OBD1 is hackable and OBD2 is not... I don't really care. I don't screw around with those hacks. Too inconsistent and frustrating. Too many constraints with the stock ECU hardware. The price of the AEM EMS has come way way down with the gen2 and it gives you absolute control. You can do anything that you'd ever want to do with a Honda engine. Hell, I had a 3 Stage VTEC converted to direct ignition until I sold it a few months ago.
SORRY I'VE TAKEN THIS WAY OFF TOPIC. If anyone wants to continue this discussion, copy this into a new thread.