JDM Scientific is a private, automotive service shop, parts supplier and manufacturing facility located in Englishtown, New Jersey. We specialize in offering genuine, allmotor tuning, allmotor engine builds and deal Honda OEM components, JDM Tuned Honda Combo Kits, engine management, parts, services, technical information and general maintenance for multi-purpose vehicles. JDMSCI’s mission is to offer real world tuning to Honda enthusiasts, through the defined concept of race-ready, daily-driven street cars, comprised of Honda OEM long-block and chassis components.
JDMSCI Background
Unlike other performance shops and tuners, JDM Scientific does not profit from advertisements in regards to listing Tuning software that we are familiar with, to falsely gain credibility as an experienced “tuner." We also do not claim to redesign the Honda engine through "flow-based comparisons. To read about a more detailed explanation as to why Dyno Tuners and typical performance shops decrease mainstream performance standards, go to Dyno Tuners: Your Tuner’s False Practice Explained. JDM Scientific’s tuning foundation and basis is presented through Honda's theory with a computed combination of ideal "tuned-length" diameters and dimensions to "time the air" at an exact rpm region. This results in the highest volumetric efficiency and average horsepower gains in an RPM range, where mainstream "set-ups" lack power and tuners ignore to emphasize. JDM Scientific reveals Honda’s hidden, potential concept not offered in mass produced vehicles, by emphasizing the full potential of the “sweet spot” of Honda’s superior power curve. The main focus is on the physical significance and interpretation of the applied dimensions in order to build off of the previous combination prior to any ecu alterations.
History
JDMSCI LLC was founded in 2004 after discovering a real world, race track comparison between a fully built B16, which was also dyno tested versus a complete Honda OEM B16 combination that was never tested on a dyno. The fully built b16, primarily being built as an internet copied “set-up” , was street and track tuned with a tweaked ecu tuning configuration to extract the full potental of the combo. There were a series of track tests performed for the fully built b16 regarding timing curves, plug gap, cam gear settings and other parameters. The final track tune of the fully built B16 was then tested on a Dynojet Dyno in a shop in New York and a Dynapak Dyno in a shop in Pennsylvania. The Dynapak yielded 175whp @ 8250 rpms / 117wtq @ 6250 rpm and the Dynojet yielded 172whp / 118wtq. Both B16 powered vehicles were in the same vehicle trim and within 100 pounds of chassis weight. Both the fully built B16 and Honda OEM built B16 trapped 96mph in the quarter mile and ran within .1 seconds of Elapsed Times, while both vehicles cut mid 2.2 60 foots with all season tires. This comparison and experience was the spark of a realization that “fully-built” versus “stock” is not a determining factor in All-Motor building and tuning. The significance of the Horsepower curve, which is derived from the torque curve, plays a major role that greatly affects engine performance. It’s all in the combination.
Since 1997 til 2004, I was practicing the same mistakes that performance enthusiasts, dyno tuners and shops presently continue to mistakenly perceive as performance and tuning. I then began late night sessions of drawing potential, hidden concepts and numerous examples of the derivations illustrated in detail. In 2004, JDM Scientific was born and set forward the mission to present and display Honda’s emphasized theory and potential concepts of a daily driven, fully streetable, race-ready combination. The goal of an allmotor build, possessing all three choices--affordable, reliable and fast became real.
In 2005, JDM Scientific launched a Honda OEM "base all motor build” with an All-Honda OEM bolt-on, "tuned-length" combination, by starting with what common internet forums, “tuners” and performance myths would defined as the “worst set-up”. This even included the GS-R transmission, which has the longest and tallest gearing of VTEC transmissions. While my 93 octane, Honda OEM "base allmotor build” was up against “fully built” engines of the same displacement, tuned with 103+ octane, and Type-R / Si transmissions with a 4.7 final drive, I was confident that the long hours and hard-ships will yield nothing less than satisfying and above average results. Given, all other candidates were powering lighter, 2250 pound and some butchered hatchbacks using LSD and meaty drag radials. After already assembling a longblock, mistakenly utilizing aftermarket camshafts, valvetrain and pistons, it was too late to build another longblock, which should have been comprised with only Honda OEM components. So it was decided to test what I had computed during late-night sessions in 2004, a combination of all Honda OEM (stock) bolt-ons. This combination of dimensions, was calculated to work together and “time the air” at a specific rpm range. The only disadvantage was using the aftermarket pistons that possessed an excessive static compression ratio, requiring to keep the aftermarket stage 4 cam shafts in an effort to tune with 93 octane.
The Honda OEM "base all motor build" was a theory of Honda’s hidden concept and power output potential of the Type-R / Type-S models, which I had decided to emphasize the peak of Honda’s design and power curve characteristics with all Honda OEM bolt-ons. In 2006, my 2000 Civic Si, powered with the All-Honda OEM bolt-ons was finally put to a real world test, without ever hitting the dyno. The powerplant consisted of the 2000 Civic Si’s PR3 (B16) cylinder head, bolted to a big-bore B18C block with an LS (89mm) crank shaft, which was only street tuned for partial throttle and tested at the track during four sessions. A brief overview and all season tire bench mark is posted in this article, Allmotor Si "Real Street Car" Test n' Tune.
In 2007, as opposed to adding more displacement, I had taken a step back, in an effort to move forward with less displacement and increase power efficiency of the B18C, K20A, F20 and H22. With more testing through a pre-determined, “tuned-dimension” of Honda OEM components, this would intercept and set a superior bench mark for mainstream Honda performance enthusiasts.
“Real-Time” Tuning
JDM Scientific did not go public until the start of 2009 and continues to research, develop, test and offer superior, innovative tuning products and parts for allmotor builds and race-ready, real street cars. Without sacrificing Honda’s power curve characteristics or daily-driven status, JDM Scientific has also applied it’s tuning theory and foundation to the larger B20VTEC, B20VTEC stroker and K24A1 VTEC Killer engine power plants, in addition to other B-series, K-series, F-series and H-series engines. JDM Scientific’s primary goal has led to experiencing daily driven, superior performance on the street as well as the track for not only myself, but for you, the Honda enthusiast.
Feel free to drop a line to JDM Scientific or if you have an inquiry for products or services, please send us a message through our Contact page.
Copyright © 2011 JDMSCI LLC
Englishtown, New Jersey USA
