Dyno - K20A2 Cybernation Stage 1


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Hondata, Inc.
2840 Columbia St
Torrance, CA 90503

Test car as delivered:

  • RSX-S
  • Cybernation Stage 1 turbo
  • Cybernation 2.5 ohm injectors
  • 9-10 pounds of boost:
  • Guardian
  • Rear muffler with restrictive 2" internal diameter

Tests done

1) Test car with Stage 1 kit as supplied by Cybernation

Data gathered:

  • Power
  • Torque
  • Boost
  • Airfuel (dyno's wideband)
  • Honda scan tool datalog of Ignition, knock and map sensor voltage

2) K-Pro with tuned Cybernation base map for 3.5 ohm injectors (not optimized for this vehicle or injectors)

Data gathered:

  • Power
  • Torque
  • Boost
  • Airfuel (RSX-S wideband)
  • K-Pro Datalog - all sensors

3) K-Pro, custom tuned with 650cc 12 ohm injectors by Shawn Church of Church Automotive.

Data gathered:

  • Power
  • Torque
  • Boost
  • Airfuel (dyno wideband)


All dyno runs and tuning were done by Shawn Church. Hondata was present to gather Honda scan tool Data for tests 1 and K-Pro datalogs for test 2. Hondata was not present for test 3, the custom tuning.

  • Peak power figures cannot not be compared to a Dynojet, which are typically 10-15 hp lower. Power gains however should be similar.
  • These figures are at the hubs and not at the flywheel.
  • These figures are SAE corrected for temperature, atmospheric pressure and humidity.

Power and Torque (Tests 1 and 3)

Pink Custom tune, Green Guardian

  • 17 peak Hp gain
  • 58 hp gain at 5700 rpm
  • 28 hp gain at 7800 rpm
  • 59 ft pounds gain at 5800 rpm.

The smoothness of the pink curve between 3800 and 5800 rpm as compared to the green curve indicates a more regular combustion process. (This dyno is sensitive enough to pick up a single cylinder misfire. )

Click picture to enlarge.

Boost (Tests 1 and 3)

Spooling up a turbo is assisted by retarding the ignition and and richening the mixture. This ensures a nice hot exhaust to spin the turbo. Tuning the cam angle (VTC) can also help spool the turbo. The Hondata K-Pro program spooled up the turbo considerably better than the stock ECU with Guardian. At 3500-4500 rpm the Hondata base program had generated 2 pounds more boost.

Pink Custom tune, Green Guardian

Click picture to enlarge.

Air fuel ratio. (Tests 1 and 3)

Important point - this dyno reads 0.8-1 point leaner than actual.

  • Green Guardian - Actual AF from 14.4 - 14.2 dropping to 12.5-12.7 at high RPM.
  • Pink Custom tune Actual AF around 12.0-12.2

Note - if the rear muffler (2") is replaced with a 3" then the car will need to be retuned. This is because the reduction in backpressure a) will lean out the top end of the rev range and b) make more power. See here for a dyno chart of a Cybernation turbo tuned with a less restrictive exhaust.

Note - these oscillations of AF correspond to alteration of the MAP sensor voltages - see below under Guardian Datalogging.

Tests 1 and 2 - An analysis of the datalogs

The only difference in the car between these two tests was the removal of the Guardian and the installation of the K-Pro. These two runs were 5 minutes apart.

This was the tune used:

Red K-Pro base map, Green Guardian

Click picture to enlarge.


  • 10-20 ft pounds more from 3000 rpm to redline
  • 35 ft pounds at 5800 rpm
  • 25 peak HP gain
  • 35 hp at 7700 rpm
  • 42 HP gain at 5800 rpm

Compared to the custom tune this map developed a few more top end HP and less bottom end torque.

K-Pro datalogs - AF and Knock count

The K-Pro Cybernation base map (in Red above) that produced the power gave the following datalog:

Lean from 4500-6000 (13-14.5 AFR) rpm and three knock counts from 6500-6800 rpm. It took two power runs to tune out the lean spot and to zero the knock count. You can download the datalog from here, but first you must have the K-Pro software from here.

Guardian Observations and datalogs

- Upgrading to a 3" exhaust would net probably 20-30 more HP.

- With Guardian at idle to a fast idle of 2000 rpm the car ran an AFR of high 10s. Fuel trim was pegged at -27% the maximum allowable.

- With Guardian the car pinged audibly between 2400 and 4000 rpm.

- With Guardian several times during dynoing the engine check light came on with a Barometric air pressure error.

- At startup the Guardian cycles the main relay and erases all the existing and pending error codes in the ECU. This has the effect of eliminating any error codes due to a missing cat. It also erases any misfire codes, zeroes the long term fuel trim and resets the readiness codes amongst other things. This is why you will not pass a emissions with a rear O2 simulator running a Guardian.

The Honda scan tool used here has a high speed scan rate of 4-5 times that of a generic OBD II scan tool. With this greater resolution fluctuations will be seen that cannot be datalogged with a generic scan tool.

This chart illustrates MAP sensor voltage vs RPM for a 2000-8000 rpm dyno run. (click to enlarge)

Why is the MAP with the Guardian oscillating 2 - 2.5 points between 3900 rpm and 4700 rpm? This is because the Guardian is altering the map signal to the ECU. Typically the voltage swing is 2.1 to 3.1 volts. This has the effect of moving the fuelling and ignition between these locations. This causes the air-fuel swings seen in the plot above and the ignition swings seen in the datalogs below.

The corresponding fuel locations to these two points will be about a 20% change in fuel, which is what we see.

This chart illustrates knock retard and total ignition timing for the same 2000-8000 rpm dyno run above. (click to enlarge)

Do not read any significance into the knock values shown here. Knock retard values are typically 7-13 degrees knock retard across most of the dyno run. We have found knock sensors to vary in sensitivity between cars. This knock sensor is fairly typical. Others that are less sensitive will result in even more ignition advance than shown above. Even so we have found that in a stock ECU, there is little correlation between the amount of knock you hear and amount of retard. For example, the ECU can retard timing when there is no audible knock and it will often not retard timing when you can hear knock.

With the K-Pro, Hondata has chosen to remove knock retard and implement knock count, which is a more accurate representation of what is happening in the engine. With the K-Pro, the user is expected to tune the ignition for no knock.

The datalogged ignition values; 22-27 at 4000 rpm are way too advanced for a boosted vehicle. Properly tuned the ignition values should be closer to 16-17 degrees.

Dropping the VTEC point is very beneficial. Note similar torque increases between 5300-6000 rpm on this other Cybernation dyno tune with a lowered VTEC point.

Guardian Ignition timing vs Hondata K-Pro ignition timing

Runs made with no hardware changes other than removing the Guardian. Guardian ignition timing from the datalog above. Hondata ignition timing from the K-Pro datalog.

RPM Knock retard (Guardian) Total Ign (Guardian) Knock Count Hondata Ign Hondata
2000 4 17 0 9
2500 3 25 0 14
3000 6 21 0 17
3500 6 16 0 17
4000 8 15 0 17
4500 6 25 0 17
5000 13 23 0 14
5500 13 19 0 13
6000 12 20 0 16
6500 8 22 3 15
7000 7 25 0 16
7500 11 22 0 16
8000 11 20 0 16

The importance of ignition timing

The object of correct ignition timing is to time the spark so that the flame front reaches the top of the piston as the piston starts heading down the bore. The flame travels at a relatively slow speed (something like 40 m/s). With boost, the flame front burns faster. If you do not retard the ignition the flame front will hit the top of the piston as it is rising. This has the effect of pushing the conrod back down the bore which, in turn, causes a loss in power and puts extra stress on the conrod and bearings.

Here is an animation of an engine with spark at 0 degrees (top dead centre)

Conclusions and recommendations:

If you have a Guardian and turbo kit then an upgrade to Hondata K100 or K-Pro with the untuned base map will net you more power and more reliability. As always, we recommend you have your car dyno tested and tuned as every car varies in specification and power output. In this example, the tuning resulted in more power with less ignition timing and a richer mixture.

In addition we recommend upgrading to high impedance injectors. Low impedance injectors more than triple the current through the ECU's injectors drivers reducing long term reliability. Click here for in depth injector testing.

Dyno tuning on top of the base map will net you more than the base map dynoed as shown above.


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