ok, so this may or may not have been covered before. Probably has, but I still gotta know.

I recently saw steves SC dyno right here and he even mentions how it creates a "surging" effect when VTEC engages. Now if this is the case, then isn't there a lot of potential power being lost prior to the vtec engagement point since the power band isn't seamlesly transitioning.

So SC's make their peak boost low in the bowerband, if this is the case then the SC is probably making peak boost prior to the stock VTEC engagement point. If thats' true then wouldn't a decent amount extra power be had lower in the RPMS by lowering the VTEC engagement point?

Now I know if it were lowered to much and the tq/hp were to increase in teh lower RPMs it would make it harder to get traction for a launch, but I'm sure it already is and iwth practice traction could be attained. This would lower 60' times, not to mention 1/4 tiomes by at least a little if used right and with some sticky tires right?

Or am I just off my rocker?

 

You can broaded up your hp curve by lowering the VTEC engagement point - it sends much more air through that way!

 

that's exactly what I was thinking. Since the VTEC cams allow much more air in then the tq would be higher as well due to the greater "explosion".

any reasons why people aren't doing this? at least at the track. I know that if it were done always then the gas mileage would be almost as bad as an H2, but why not at the track?

 

I break the tires loose already at 5000 rpm, why would I need even more power down low? I'm pretty much at the limit for 1st gear horsepower. We'll see what happens when the IC gets installed. Hopefully next weekend.

 

I did this when running NA... you keep the solenoid open at all times and when oil-pressure builds up, it switches over... around 2.3K