where do think vtec should be
09-11-2005, 02:22 AM
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where do think vtec should be
when i was driving my car i thought it would be nice if the vtec ingaged lower like 4500 or 4300. is there anything i can get to make it do that?
09-11-2005, 02:54 AM
#2
V-AFC
FYI, I have I/H/P/spacers as far as engine mods are concerned, and dyno testing indicated that 4800 was the optimum setting.... which happens to be the factory setting.
I don't know why you think it would be "nice" to have it engage at a lower RPM. It's only going to rob you of power and disturb the powerband.
FYI, I have I/H/P/spacers as far as engine mods are concerned, and dyno testing indicated that 4800 was the optimum setting.... which happens to be the factory setting.
I don't know why you think it would be "nice" to have it engage at a lower RPM. It's only going to rob you of power and disturb the powerband.
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09-12-2005, 10:53 AM
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Originally Posted by peakpowermotoring
3rd to 4th gearing is horrible... We should be in VTEC when we redline 3rd and hti 4th. This is BS!
It's called overdrive
Is there really the need to be in VTEC above 110 MPH?
09-12-2005, 11:09 AM
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Originally Posted by mrsteve
It's called overdrive
Is there really the need to be in VTEC above 110 MPH?
Is there really the need to be in VTEC above 110 MPH?
09-12-2005, 11:11 AM
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Actually both 4th and 5th gear are overdrive
And in the 6spd the gears are much shorter. At the top of 4th gear you're only a few MPH faster than 3rd gear in the automatic.
When you shift from 4th to 5th in the 6speed you drop out of VTEC just like 3rd to 4th in the automatic.
And in the 6spd the gears are much shorter. At the top of 4th gear you're only a few MPH faster than 3rd gear in the automatic.
When you shift from 4th to 5th in the 6speed you drop out of VTEC just like 3rd to 4th in the automatic.
09-12-2005, 11:29 AM
#12
I now drive an accord....
Originally Posted by mrsteve
And in the 6spd the gears are much shorter. At the top of 4th gear you're only a few MPH faster than 3rd gear in the automatic.
When you shift from 4th to 5th in the 6speed you drop out of VTEC just like 3rd to 4th in the automatic.
When you shift from 4th to 5th in the 6speed you drop out of VTEC just like 3rd to 4th in the automatic.
09-12-2005, 11:36 AM
#13
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Originally Posted by mrsteve
The VTEC engagement on every J32 is 4800 rpm and it's just fine right where it is.
09-12-2005, 11:38 AM
#14
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Originally Posted by peakpowermotoring
3rd to 4th gearing is horrible... We should be in VTEC when we redline 3rd and hti 4th. This is BS!
09-12-2005, 11:40 AM
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Originally Posted by typeR
sure about that? the cl-P is at 4300 if i remember and the new TL is 4950 i believe
Is the CL-P lower? You might be right. And I don't know much about the new TL. I should have said "every Type-S." My mistake.
09-12-2005, 07:48 PM
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thats y i think the vtec should be lower like at 4500 rpm 3rd to fourth is just pathetic i think it should shift into fourth at like 5300rpm it speeds that high. i thihk it shifts in at like 4200 tho
09-12-2005, 08:42 PM
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Originally Posted by mrsteve
Well, strip out your transmission, have custom gears designed and bolt it all back together. It has nothing to do with VTEC... it's gearing.
09-12-2005, 08:57 PM
#19
Suzuka Master
Originally Posted by mrsteve
Well, strip out your transmission, have custom gears designed and bolt it all back together. It has nothing to do with VTEC... it's gearing.
09-13-2005, 08:05 AM
#23
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Originally Posted by shastsmae
why wouldnt the car be faster with the vtec at 4400 even from first to second there is a little delay somtimes to vtec
09-15-2005, 12:38 PM
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post #1,
yes it can be done thru over- riding the ECM/PDM vtec signal with "piggy back" aftermarket components. this has been tried by members and discussed at length in earlier threads. (Search function) and NO, i do not think lower vtec engagement would be preferable.
post #7, the compromise between "close" to "wide" gear ratio is inherent in most modern factory auto design, ours included. what we experience when our n/a vehicles shift from 3-4 is a substantial decline in the rate of acceleration.
the culprit is called "drag".
when our cars reach 90-95mph frictional drag has increased exponentially while our hp/tq remains relatively constant and after 56k to 57k rpm actually decreases slightly, resulting in the "declining rate" we experiance.
additionally the 4th gear ratio, is "wide" as it relates to 3rd gear and..... to a lesser extent, contributes to this rate decline.
prior to purchasing, i,for one, studied the dealer literature regarding ratio and drag coefficient and anticipated this rate decline. i test drove the vehicle and found my pre-supposition to be correct. i welcomed this ratio change, as i surmized my highway gas mileage would increase substantially, crusing at 65mph at 1925 rpm ( after tq converter lockup in overdrive, 5th gear). i was proven correct . 3450 lb vehicle, substantial 0-95 mph acceleration, 25mpg city 35 mpg highway mileage !
there is however a solution to your concern, the factory supported dealer installed option of a supercharger will increase hp/tq and will delay this "rate of decline" untill approximately 110 - 115 mph when again, drag will overcome available power.
spend the money - son
yes it can be done thru over- riding the ECM/PDM vtec signal with "piggy back" aftermarket components. this has been tried by members and discussed at length in earlier threads. (Search function) and NO, i do not think lower vtec engagement would be preferable.
post #7, the compromise between "close" to "wide" gear ratio is inherent in most modern factory auto design, ours included. what we experience when our n/a vehicles shift from 3-4 is a substantial decline in the rate of acceleration.
the culprit is called "drag".
when our cars reach 90-95mph frictional drag has increased exponentially while our hp/tq remains relatively constant and after 56k to 57k rpm actually decreases slightly, resulting in the "declining rate" we experiance.
additionally the 4th gear ratio, is "wide" as it relates to 3rd gear and..... to a lesser extent, contributes to this rate decline.
prior to purchasing, i,for one, studied the dealer literature regarding ratio and drag coefficient and anticipated this rate decline. i test drove the vehicle and found my pre-supposition to be correct. i welcomed this ratio change, as i surmized my highway gas mileage would increase substantially, crusing at 65mph at 1925 rpm ( after tq converter lockup in overdrive, 5th gear). i was proven correct . 3450 lb vehicle, substantial 0-95 mph acceleration, 25mpg city 35 mpg highway mileage !
there is however a solution to your concern, the factory supported dealer installed option of a supercharger will increase hp/tq and will delay this "rate of decline" untill approximately 110 - 115 mph when again, drag will overcome available power.
spend the money - son
09-15-2005, 01:30 PM
#26
IMHO, I believe lowering the RPM where VTEC comes in would hurt performance. This is because the RPM would be too low to handle the flow characteristic from the increased duration of intake/exhaust valve open states -- resulting in lost torque.
09-15-2005, 01:47 PM
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Originally Posted by NSX-Tuner
IMHO, I believe lowering the RPM where VTEC comes in would hurt performance. This is because the RPM would be too low to handle the flow characteristic from the increased duration of intake/exhaust valve open states -- resulting in lost torque.
Now if we were talking about the K20A2 with i-VTEC it'd be a different story. I
that motor.
09-15-2005, 01:50 PM
#28
Drifting
Originally Posted by mrsteve
Now if we were talking about the K20A2 with i-VTEC it'd be a different story. I
that motor.
09-15-2005, 01:51 PM
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09-15-2005, 01:54 PM
#30
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i wonder if anyone could point me in the right direction of the lift and duration (both lobes) on the '05 RL,TL,01-03 CL-S ...i might wanna experiment
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