My 2L Honda Made OVER 1000BHP!

Welcome to Officially Gassed. Let's get it. For the best in universal, premium, ester containing engine oils and fuel additives. For both petrol and diesel engines, check the links in the description. Alright guys, so today's video is going to be completely different to the usual. I am not at the dyno session, and you know me and my dyno sessions, I love to be there for them. But unfortunately, I was away filming some real cool stuff that I can't talk about right now, but you guys will definitely be seeing very soon. Also, one of the days I was away, which I think is the next day to this, I had the big race that we were talking about, which I've already done now, and I'm working everything backwards, so sorry for the confusion. But today, what you're about to see is my K20 fully built Honda Integra DC5 on the dyno. Yes, it is four wheel drive, however, they're running it in front wheel drive mode, they've just dropped off the prop shaft. You'll see it at ES Motor UK's dyno, so a massive shout out to the lads down there for allowing us to use their dyno. And of course, a massive shout out to Autotorque for moving heaven and earth to get my car to where it is on the dyno today. The spec of my engine, if you want to know exactly what I'm running, go back and check out the last video where we delve into exactly what has went into my engine build. We are, however, running the same turbo that we had before, which is a GTX3584RS, which is a small turbo for the kind of build that I've got, but we didn't have time for a whole new turbo kit, so we're running with that. Massive shout out to Litco because they did help us out by hybridizing the turbine wheel. I think it's about three mil bigger, basically. So I think it went from a 67-65 to now a 70-65. So we've got that, hopefully that's going to let us basically get a little bit more power than before. And a massive shout out to Maxflow. Now we've got a fully CNC ported head and it is mad. The flow we picked up on the charts, like when it was kind of bench tested, is immense. So we're hoping that will help everything flow. Also, a massive shout out to EKS Tuning, a Maxflow UK distributor and supplier. So if you want a CNC ported head for whatever car it might be, hit them up and leave links down below in the description. So right now, I'm going to leave you with Josh and Romain. A massive shout out to Romain too, the magical Cybex mapper to basically push my car to the limit. I have told them, Max, this turbo out. I want all the powers. So guys, without further ado, let's get into it and I'll catch up at the end. And please hang around at the end because I need to tell you some stuff. So let's get into it. So, engine's in, as we all know. It's been running, basically we've skipped ahead a bit and I can't remember where we left off. But the engine's in, it's running, I've done my run in. We've done a lot of stuff. We've managed to get there on time. Behind me, we've got the beautiful Romain. He's waving. Hopefully today's going to be a good day. Just got on dyno. He's just done his little bit of magic behind the keyboard. So like preliminary setup. So now we're going to run it on petrol to wastegate. We're only going to wastegate on petrol and just see how things are. Make sure they're happy. Smooth things off and then we can move over to F0 and see what we can make from there. Right, so what you're seeing there is a couple of pulls. Wastegate. Pressure, yeah. Wastegate too. So no boost controlled in it. This does boost creep a little bit, so I think it's going to be around about probably like 1.5 bar. Somewhere around about that, which is quite strong anyway, but whatever. Mainly, most of this is just to get it set up on petrol where it can be used if it needs to be. But it's going to live most of its racing life on F0. Getting the fueling right before you go on F0 and getting the primary and secondary injectors set up. And just going through the pull and knowing when to do a split, et cetera, I would imagine. Also, it being a new engine, it being sleeved, it's got a reset. We'll go through and set up all the knock thresholds again because it's a new engine, so it's going to sound different. So yeah, it's basically a full retune from now. But yeah, it ain't bad because I believe that's on wastegate and we're doing 600 horsepower to the wheels. So, we have just changed the fuel. We've gone from petrol to F0, to E112. We're going to fully send it now. See what we end up with. We're looking for some good numbers. I won't say anything yet, but we'll see. We're basically going to max out the turbo. We've got the fuel for it now. So, we've got the fuel system, so I think it's good. So, we've got a tiny bit of a miss. I wasn't sure on the previous run at 2.2 bar. So, I went straight to 2.5 just to confirm. And it was very obvious. It was like a spark blowout. So, we're just taking the spark plug out, checking them. The race plug, before we just used the normal NGK9, but now it's a 10 race. So, we're going to see if we can gap them. Normally, you don't really need to, but clearly that's an issue here. And if it doesn't work, we're going to change the coil. And if it still doesn't work, we're going to go back to the old spark plugs that we know used to work. Alright, update. So, we had a bit of an issue with the spark plug. Now, we're going to start to really turn the boost up. We were racing some competition racing plugs, which should have done the job. But the gaps were a bit large, so we went to go gap them down. And we found that one of the plugs had a bit of damage on it. It's not from detonation or knock. I think one of the straps, the end of the strap, sorry, just got caught. Maybe even one in still. Or I may have missed it when I put it in. A bit unlucky for me, to be honest. But one of them, nothing was damaged, luckily. So, that's all good. I bought spare spark plugs with me. Lower grade, but they're still heat range 9, so rather than a 10. So, they seem to be holding now. So, we've gapped them right down and we're making good power. So, I'm not sure if you guys know what you've just witnessed right there. However, my car used to make 812 at the hubs. And using a general 12% drivetrain loss, we equate that to about 920 brake. However, 880 at the hubs is not only a new record for my car. It's about 1,000 horsepower. So, we have met the magical four-digit club, whatever you want to call it. And also taken the record for the UK's most powerful K20 engine, believe it or not. I'm not talking K24s. I'm not talking any other variant. For a K20, 880 is the most powerful. And you know what? We are not done. So, I'm going to hand you back over to Josh to explain and send it some more. At the moment, we've tapped out the turbo and made as much as we can. And as you can see on the El Dino over there, we've got 880 wheel, which is 1,000 crank. So, intake temps are getting a bit hot at the moment. But we are in this sort of setup where fans are in the front. You know, you're not getting the actual airflow coming around as if you were going down the road. So, we just muck around the fans now and see if we can just make sure everything's all right at a cold temp. And we might pick up a little bit more power. But so far, it's all good. 909 at the hubs is incredible. 909. Literally, when the boys called me on the day and told me what number they achieved on that little GTX35, I could not believe it. 909. Over 900 at the hubs equates to 1,032 at the crank, which is just mind-blowing on a little GTX35. The turbine wheel being hybridized is definitely helping. But I think, I'm going to say, I equate that extra power and the power we were able to achieve on this little turbo to how well the head is flowing. Everything is just moving so well. So, a massive shout out to EKS, of course, for hooking up the Maxflow CNC ported head. You guys absolutely smashed it. And of course, the wizard, the main man, Romain. And of course, Josh, for building such an engine. Romain, you smashed it. Thank you so much for all the tuning work you've done to this car. This car is going to be an absolute savage. However, guys, this is what I need to tell you. So, listen up carefully. At this point now, I've actually had the race we got this car ready for. And I think you'll be very impressed with the results. However, I'm not sure when that race is going to be released. So, I don't know when I can show you what the car has done or what it's capable of. And I don't want to mess around. So, basically, we're going to do things a little bit back to front here. Whenever the race is released, you'll see what kind of times I ran and how the car handled and performed. With me driving it once again for the first time in like six months. Whenever, whoever drops the race, basically. But in the meantime, a massive shout out to Overkill Performance because we are not messing around. We maxed out that turbo. Everything went well. However, we are now going even bigger. So, my car right now, as I speak, is at Overkill Performance getting a mad turbo setup. So, if you think 1032 was mad, 900 at the hubs was mad. Well, trust me, it's about to get double, double crazy. So, once again, a new record, a new UK record for a K20. 1032 brake horsepower. Do the maths. It's over 250 brake horsepower per cylinder. It's just silly. Just silly. So, I'm so blown away. Once again, a massive shout out to everyone involved in this build. Shout out to Autotalk. Shout out to Romain. Shout out to RaceCal. Shout out to ES Motor for letting us use their dyno. I'll leave links to everyone involved down below in the description. But before I go, I'm going to hand you back to Josh for the final words. I hope you enjoyed the video. Smash that subscribe and I'll catch you on the next one. Well, I'm back on the trailer. It's been a successful day. Both Romain and I are very happy. Jamie's as well. Unfortunately, Jamie couldn't be here today because he's at a secret location. That will soon be revealed. But he's been on the sidelines keeping up to date, as I've been telling him. He's over the moon. So, we ended the day on 909 wheel horsepower, or power to the hubs, which equates to just over 1,000 horsepower. So, yeah, it's a big success for us, especially as we're on a 3584. It's very impressive. So, hopefully, it will do well for his race that's coming up. And I'm sure this won't be the last we'll see of a dyno. I know Jamie wants to push it further in the future. It will require a new turbo kit, et cetera, because we are now tapped out. But keep an eye on it and, yeah, it should be quite fun.