Are there high performance cams made for our cars?

 

its called get a type S motor

please wiki vtec and see the animations of how it operates

 

A VTEC timer would give you a more agressive camshaft profile at a lower RPM. I think one exists for the TL but I haven't really seen anybody use it.

 

because it does nothing.

 

No.

 

Bisimoto does regrinds

http://bisimoto.com/store/index.php?...Path=5_9_66_73

but thats all there really is, for ones to get easy access to, unless you go custom




but YES, it's the best to start with the most powerful factory motor usually though, ie: J32A2

 

your alive!

 

your alive!

 

your alive!

 

I'm sure it does, in fact, make the VTEC kick in sooner which is exactly what it's supposed to do. Whether that is a useful thing at that point in the power curve is doubtful.

 

Well sure you can get it to engage sooner but doing so does nothing. Its not like vtec is some magical power increase devise. The ECU and its mapping is set for stock. Changing it sooner wont increase power.

 

See this thread

https://acurazine.com/forums/showthr...=786804&page=5

 

does anyone have like a vtec controller booster? or watever that thing is called?? where u can have ur vtec kick in at liek 2-3rpms?

 

:puzzled: did you not read the thread?

 

Fatty said it, and I guess I'll explain it in more detail.

Vtec, as you may know, simply extends the amount of time the intake valve is open. When driving at low RPM, this will actually LOSE low end torque. Activation of Vtec is properly controlled by the ECU to provide the best overall torque band.

Vtec actually is entirely based on the speed at which the air+fuel enter the cylinder. At very high RPMs, the piston is moving very fast. As such, the air+fuel is also rushing in super fast. This extra speed of the air+fuel has a lot of momentum. When the piston starts to compress, the momentum of the air+fuel is enough to keep pushing MOAR air+fuel into the compressing cylinder (just for a tiny bit longer).

If Vtec was active at lower RPMs, the engine would actually start pushing air+fuel OUT of the cylinder while compressing. This is because the air+fuel does not have enough momentum, as it would with high RPMs.



Hmm... That leads me to believe that a larger sized plenum would benefit from Vtec engaging at a lower RPM due to the increased speed/momentum of the air+fuel... Well, w/e.

 

it would actually be called VELOCITY of the intake charge (air/fuel mixture)


but yes if set too low, you lose velocity, and the power along with it (and in all reality, you should NEVER be able to feel it kick in, cause the transition should be smooth, ie: when the torque curve from each cam/lobe, crosses over, is where your set point should be [so there is always maxinum torque])

and don't forget about the different fueling/timing requirements when the cams do transition over, so not only would the set point for vtec change, BUT you would also have to follow up with that, and change the tune when it does happen, to have a properly running engine

 

Are you retarded? You're going to correct my statement of speed to velocity? You're going to correct my statement of speed to velocity? If you want to get that technical, it actually would be speed and NOT velocity. Velocity is a vector and speed is a scalar. The air+fuel isn't traveling is definitely changing direction, so speed would be correct. Still, I would call it either, as you get the idea with both terms.


Yea I agree that Vtec crossover should be smooth. I remember reading that Honda actually moved up to make it more noticeable on some early Vtec engines. Not sure if that's true though.

 

shit just got real

 

O_O ohhh mahh gahhh, who is correct????

 

so, if there was a way to keep this IMRC open the whole time, would there be an increase in performance? or would it be pointless and make our cars lose power?

 

If I remember correctly, you would lose low end torque.

 

 

I wonder if enlarging the butterflys would give any gains.

 

if anything it would move the torque curve/location, and you have the exact same chance of losing power also

 

The problem with all of this is that while the stock configuration is pretty much set up to optimize the torque curve you can really never trust a manufacturer to truly optimize anything for performance when there are other considerations such as smoothness, loudness, longevity, and fuel economy. That said, there'd be no real point to changing this stuff unless you have made major upgrades and even then only after a trip to the dyno. Otherwise all we can do is speculate.

 

 

Wow. I just learned alot. An S type motor huh well if i had a couple grand in the liner of my sofa i would have one right now with a manual tranny but i was looking for a cheaper mod that, since my headers r on the way and i wanna be in s type territory with the p motor I'm looking at pulleys...but i was curious if there was something fairly simple beside those things to put me at about 260 hp im trying to find a s type manifold but no luck yet except for some sketchy dude on ebay...

 

Get headers and a pulley. Maybe a CAI if you want. Still, it's gonna be tough to make 260hp even at the crank.

Catback and spacers can help too. The Outlaw's spacer kit gives max 8.6whp gain. Catbacks are really expensive, and can only give up to ~10-15hp.

 

Yeah i was looking at thermobloc's which should I consider more pulley or spacers..i can;t really afford both..I doubt ill buy a catback anytime soon and i will not buy a CAI its not enough difference for 250 bucks...will an s manifold make a big enough difference?

 

Get pulleys over spacers for sure. CAI and catback are definitely terrible when it comes to $/HP efficiency.

You could do the Type S IM swap, but I would look into the 09 TL IM swap. I'm not sure if you can do it on the TL-P, but I think it might give better gains than the J32A2 IM. Just something to look into, since it's a more involved mod.

 

Ight, good call, is it possible, I wonder how much an 09 IM runs..

 

a P in S territory, very possible, BUT you put the same mods on the S, and it will still always come out ahead , ask gfrg88 when he is on here lol

 

This. Get the 09 manifold. It shows the largest gains.

 

The stock settings on vtec have been proven in the past to be the best (remember, these cars are 11 years old, vtec controllers have been tried in the past with no gains) The smoothness in the vtec crossover on the newer engines are due to ivtec. There is still a noticeable cross over on our cars, but nothing like the 4cyl dohc motors of the past. Major upgrades are NOT necessary to achieve gains. Im not sure what your idea of a gain is, but with many put together very nice gains can be had.

 

in the 2nd stage? No. (doubt its even possible given the space) Your better bet would be to get an adapter plate welded to the IM and get a 75-80 mm TB. If hood clearance wasnt an issue adding a spacer (like the oddy/mdx) between the upper and lower IM would help increase tq.

 

wait... an 09 tl-s manifold can replace a j32a2 OEM manifold?
sorta lost me there. im an amateur when it comes to engine/engine parts

 

I agree, I wanna know how, because if it is possible and reasonably priced ill do this. Also it wouldn't be an s-type right in 09 it would be an SH-AWD manifold..?

 

Man I love this forum look what i found in 10 seconds

https://acurazine.com/forums/2g-cl-frequently-asked-questions-52/diy-2009-tl-sh-awd-intake-manifold-install-01-cls-747771/

 

wow... for that price, might as well get a set of headers

 

I'm doing both and a Ur pulley just need the $$$