a member with a cl-P swapped out his gauge cluster and now has a new fuel cut as a result 7100... i.e. the trigger is in the cluster almost certainly the rpm gauge...all anyone would have to do is clamp this out put signal and or intercept it with something like a vtec controler and trigger it when ever one desires... im not suggesting anyone go 9K but the benefits of going to 7500 i think will be signifigant

 

My guess would be that he just has a mis-calibrated gauge. Fuel cutoff is controlled by the car's computer not the gauge cluster. The power starts to fall off right before redline so I see little benefit in raising the redline. Many engines have their redline set not because the engine can't handle it but because the accessories can't handle it (my previous car allowed you to raise the redline to 8k RPMS from 7.2K RPMS with the addition of UDPs).

 

hey typeR, I'm workin on uploading some videos I took this evening on now where vtec starts and my new redline

 

Going from ClP cluster to a CLS cluster: from 1st-2nd; used to hit vtec at 4500, now 4600rpm. used to redline at 6500, now at 7100rpms

the video: http://videos.streetfire.net/video/b...8201399da5.htm

 

If it's redlining a whole 600RPMs higher I think you may want to either put the old one back in or get it checked out. Your engine isn't likely designed for that higher redline. The CL-S has a higher compression and other changes made to allow the higher redline. Also, what does the car idle at now?

 

well the only way to confirm all this is to do it and dyno it. For some reason I think the engine can handle 8k. It's a strong engine and the only time I ever heard of someone blowing a motor is with too rich of a mixture with NOS and some extreme race fuel mixture. By the way has anyone tried jet fuel instead of race gas?

 

just under 1k, lets say 800-900rpms

dont remember what it did before the switch, but it wasnt too far off that, if any...

 

your redline is still 6500. lol just because your cluster says 7100 doesnt mean it revs that high. and your vtec crossover is not going to change just because changing of a cluster. your vtec hits the same but the cluster could be off about 100rpms. which is not unlikely. nice try though. and typer, i believe our engines wont benefit from a high redline like that unless we have larger cams or maybe FI. our redline was set at the optimum point. there isnt any more power after the redline.

 

lol just because our engine is strong doesnt mean it wont blow. it has to do with the valvetrain being able to handle high revs and also the length of the stroke. you cant rev a long stoked engine as high. why does everyone want to rev up to 8-9k??? theres not even power up there. lol it would be pointless and even slower.

 

Exactly, look at some dyno graphs and you'll see that the power falls off around redline. There's no benefit to reving higher. If there was everyone would be using Unichips or other independent engine management to raise it.

 

^werd, if there was mysterious power up there somewhere, then i guarentee you that honda would have set it higher.

 

On a 6mt there is. I hit the rev limiter when the car is still pulling. It could benefit from a bump to around 7500

 

no, cluster shows increase in redline, watch my vid, it shifts on its own at 6900rpms where on the clp it showed a shit at 6400 rpms

and the cluster only goes to 7000 before the red starts

 

yes thats why theu put headers on our cars instead of the crap cast manifolds cause they felt like throwing away 25 hp...thats why they included hi flow intakes cause we cant get 10+ hp from one of those and thats also why they put 8lb cast iron crank pulleys on our car cause a light weight one would cause it to instantly self destruct and not gain any power but the biggest proof that honda has done everything right is the bullet proof transmission...... i doubt the posters vtec point changed from the 100 but if he's going from a 6500 fuel cut to 7100 there's little doubt its because theres a trigger in the rpm gauge...the benefits of the raised redline however modest are there as my over 500 passes at the track have shown me that u must wind it to the max w/o hitiing the rev limiter to get the best times...the benefits of the extra 400 turns that i would recomend to most would be not hitting the rev limiter and being just above the dip in power right at the vtec change over...

 

ok now. headers and all those bolt ons do get you extra free'd up horsepower. but that will not produce more power after the cams run out of breath. no matter what. i totally agree that we could benefit from a bump to 7500, but i think that anything higher than that for example 8k would not be the best interest.

 

probablly not to the n/a crowd but ive seen some hope system/hbp s with there dyno pinned at a 45* angle at 7100...they certainly could use another 1000 + rpms ...but i would be changing out the valve springs before i did that

 

nicely said

 

My dyno still shows WHP climbing at redline. Eventhough my tach shows my engine reving to 7100rpm, the dyno shows fuel cutoff kicking in at 6882 rpm.

 

what size tires

 

I'm running 235/45-17" Goodyear F1's

 

no way his redline increased from the gauge cluster. ECU controls that. as far as gaining power from a higher redline in n/a application... i'm still a bit skeptical. all of my dynos peak and then drop. i am n/a, but forced induction may be another thing all together.

 

I dont know about this gauge cluster thing, but after seeing many dyno charts I'm quite sure CL-S's would benefit from the increased redline atleast till 7.5k, dunno about 8k tho but who knows, we need a guinea pig for this....

 

Im with you. I bet if you hook another tach up it will show that your cluster is off. I remember when I was installing a remote start on my integra the wire coming off the distributor was more accurate then the one going to the cluster.

 

VTEC engagement on the CL-P is 5,500 RPM according to everything I've seen posted here and in the FAQ

 

There is just absolutely no way that changing the gauge cluster has an effect on engine performance. No chance.
The easiest way to verify this is the use of a scan tool. Hook it up and take it to redline.

I'll bet $500 it hasn't changed.

 

And when I was boosted taking the car to 7,500 RPM would most definitely have given me an additional 20whp if not more

 

No distributor on this car. Gotta use a scan tool.

 

just telling you guys what I'm seeing...
my 7000rpm smack: http://videos.streetfire.net/video/7...830005ee4e.htm

 

man, I gave you a video that I took today in that other thread about the Cons of UR...its 4500rpm


here: http://videos.streetfire.net/video/b...8201399da5.htm

http://videos.streetfire.net/video/4...8201395395.htm

I drive in this piece everyday...

 

How can a video show you when VTEC engages? You can't look at the gauges and say "hey lookie there, that's VTEC." It's 5,500 RPM.

 

And I could go take a sharpie and write a "1" next to the "7" on my gauges but that doesn't mean I'm hitting 17,000 RPM.

I'm guessing the font and spacing of the gauges is different on the CL-P and CL-S gauge face. All you did was replace one piece of plastic with another.

Take a scan tool and do a WOT run. You are not going to hit 7,100 RPM. The ECU controls the fuel cut and the VTEC engagement. Not the gauge.

 

i was contemplating on getting a valvetrain kit, but my car is acting up lately so i drop the idea. i still think, that this motor can handle more than 9000RPM. the space between vtec and redline is too short, that we have to shift so soon imo...

 

buddy, you got ears don't you? Turn the volume up and you can hear the WOT. 4500rpm.

 

I don't think I would want to spin past 8,000RPM.

Mainly because of the accessories and second because you'd need to come up with some different pulleys for the blower so you don't over spin the compressor.

 

I never made an argument saying that its for sure I gained 600rpms, I simply stated in the other thread that I noticed it appeared to rev higher with the new cluster. Then, typeR got me doing all these visual tests and making videos...

 

You can't just "hear" VTEC "buddy."

It's 5,500 RPM. That's all there is to it.

 

The only "test" that will show any tangible evidence is the use of a scan tool to measure the RPM (determined by the ECU) at the fuel cut. I guarantee it's not the same as a CL-S.

If I'm wrong I'm starting a company tomorrow making gauges for these cars with redlines ranging from 7,000 to 12,000 RPM!

 

well whats the huge change in sound from 4400-4600 I'm hearing?

 

If it really is 4,400 or 4,500 then the FAQ (which I'm basing everything off of) is incorrect and has been for quite some time.

 

first off.......

To the morons whom think chaning the guage cluster changes redline...I got a bridge in brooklyn to sell you

Second........

To the morons whom think raising the redline to 7.5K plus....

Honda builds the engine based upon several factors

a. they hold back power or under rate on purpose so they can increase it if needed to compete with other manufacturers.

b. They will without a doubt choose engine longevity over a higher redline even if it means that they have to sacrafice some ponies to keep it that way.

c. It is by FAR cheaper to use cast/stamped parts than it is to use custom made parts such as light weight pullies or tubular exhaust manifolds.

The J series motors are nearly indistructable if properly maintained and their power output is very good or better compared to engines of similar displacement.

back to the first point.......

Redline is controlled by the ECU and not the guage cluster. Guage clusters are not very accurate. hook your engine scanning software into the data port and see what the ECU says the engine RPM is. ECU has to know exact RPM in order to properly run the engine.