Actual VTEC point of a 1999 TL
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Boomer SOONER
Joined: Jul 2003
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From: McKinney, TX
Actual VTEC point of a 1999 TL
Ok this is kinda a useless fact thread, but I want to know if anyone knows for sure what the VTEC point is for a '99 TL. When I drive, it seems to kick in right before 4000RPM. I can really tell the boost in pull and sound when I go past that point. From other threads...I searched the CL and TL forums...everyone seems to say 4500RPM or about 4800RPM for the Type S. Only 1 or 2 people said anything about the '99TL, but what they did say seemed to be like me, and on the CL site, the first gens seem to have a lower VTEC point also.
I wonder if Acura changed the point for the '00-'03 TLP's? I really just would like to know for sure, cause its really bugging me now!!!! I have searched all over google and this site; but still I cant find a for sure answer. So all you people with '99s, get out there and test this! so I can sleep good tonight
I wonder if Acura changed the point for the '00-'03 TLP's? I really just would like to know for sure, cause its really bugging me now!!!! I have searched all over google and this site; but still I cant find a for sure answer. So all you people with '99s, get out there and test this! so I can sleep good tonight
Senior Moderator
Joined: May 2003
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From: Better Neighborhood, Arizona
Originally Posted by yunginTL
another new discoveryyyy?
Its exactly 4000 rpm's on the 1st gen TL's as well.
VTEC is higher, around 4800 rpms
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Thread Starter
Boomer SOONER
Joined: Jul 2003
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From: McKinney, TX
Originally Posted by BLaCk Acc
my 99 is exactly at 3800, i can tell when my CAI changes sound right at that point
Drifting
Joined: Nov 2004
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From: Jersey City
yup i definitly feel the kick of the engine at around 3800. love the quick kick on the 99's! we also have the 03 but that kicks in alittle bit later. most likely because the 99 has the 4speed auto, compared to the 5.
for having a 99! 
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Boomer SOONER
Joined: Jul 2003
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From: McKinney, TX
I remember people saying that lowering the VTEC point wont give much better performance/if any. I wonder why that is? I mean we have an extra 1000RPM of VTEC vs. the Type S (obviously the extra 35hp is most important), but wouldn't you think that the extra 700RPM of VTEC vs. the '00-'03 TLP would be benfitial?
Senior Moderator
Joined: May 2003
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From: Better Neighborhood, Arizona
Originally Posted by ou sig
I remember people saying that lowering the VTEC point wont give much better performance/if any. I wonder why that is? I mean we have an extra 1000RPM of VTEC vs. the Type S (obviously the extra 35hp is most important), but wouldn't you think that the extra 700RPM of VTEC vs. the '00-'03 TLP would be benfitial?
Its perfectly fine where it is on a stock car. Messing with it will not make things faster.
As for the dual stage intake... its found only on the Type S model (I thought it was on all TL's as the 1st gen TLs have it on both engines)
Here's what Honda has to say:
DUAL-STAGE INDUCTION SYSTEM
Found only on the Type-S engine, this revolutionary induction system is a major contributor to the V-6's class-leading 260 horsepower. At its heart, the system uses a large, two-chamber intake plenum separated by a valve, which opens at 3800 rpm and is powered by an electric motor.
At low and mid-range engine speeds, the valve is closed -- creating a Resonance Charge condition where pressure pulsations between cylinders banks are separated. In doing so, air filling the cylinders increases with the resonance energy from the adjoining cylinder of each bank (Helmholtz principle).
At mid to high engine rpm, the valve opens and an Inertia Charge condition is achieved. Increased air filling then occurs when the manifold volume (plenum) is increased and the resonance charge condition is eliminated. This phenomenon utilizes the high flow mass to pressurize the manifold port air, producing a natural "supercharger" effect.
The increased airflow and improved cylinder filling is the fundamental reason for the engine's efficient combustion and subsequent power. Additional improvements include a larger 64-mm bore throttle body (which reduces air-intake restriction and increases total air flow volume), free flow exhaust, and a low-overall restriction air intake system with a free flow air filter and air flow tube.
Found only on the Type-S engine, this revolutionary induction system is a major contributor to the V-6's class-leading 260 horsepower. At its heart, the system uses a large, two-chamber intake plenum separated by a valve, which opens at 3800 rpm and is powered by an electric motor.
At low and mid-range engine speeds, the valve is closed -- creating a Resonance Charge condition where pressure pulsations between cylinders banks are separated. In doing so, air filling the cylinders increases with the resonance energy from the adjoining cylinder of each bank (Helmholtz principle).
At mid to high engine rpm, the valve opens and an Inertia Charge condition is achieved. Increased air filling then occurs when the manifold volume (plenum) is increased and the resonance charge condition is eliminated. This phenomenon utilizes the high flow mass to pressurize the manifold port air, producing a natural "supercharger" effect.
The increased airflow and improved cylinder filling is the fundamental reason for the engine's efficient combustion and subsequent power. Additional improvements include a larger 64-mm bore throttle body (which reduces air-intake restriction and increases total air flow volume), free flow exhaust, and a low-overall restriction air intake system with a free flow air filter and air flow tube.
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