Vtec is not notable
UB6IB9
Joined: Apr 2004
Posts: 1,400
Likes: 1
From: montreal
Originally Posted by initialD
Hi bro,anyway to tell is the Vtec working properly on my TL-S?because the engine go and sound so smooth from idle to redline,doesn't feel like it has a Vtec.Thanks
Racer
Joined: Oct 2002
Posts: 458
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From: South Philly
Vtec engagement point on the TL-S is around 5000rpms. Being that our cars are SOHC, and intake side only vtec, you won't feel as much of a power increase as opposed to the DOHC motors. You will hear the engine get noticeably louder though and I don't think there is a way you can tell visually that vtec is engaging because our cars won't rev above 4800rpms when not in gear.
Originally Posted by initialD
Hi bro,anyway to tell is the Vtec working properly on my TL-S?because the engine go and sound so smooth from idle to redline,doesn't feel like it has a Vtec.Thanks
If VTEC itself was not engaging due to a malfunction of some sort, then your car would throw the MIL. If you feel power loss in the VTEC range, then your by-pass valve actuator for the dual stage intake manifold might be malfunctioning.
Instructor
Joined: Jan 2005
Posts: 201
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From: Montreal,Qc
You should hear a much louder roar when you go past the 5000rpm. I have an AEM CAI installed and the car just screams! Try tro floor the car when u reach 4000-4500 and keep it floored until u go past 5000rpm. See if you hear the diffence. I know if you "normally" accelerate, the vtec isn't as noticable.
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Originally Posted by 1st timer
Dosen't the TL-S v-tec kick-in sooner than the TL-P?
Instructor
Joined: Jan 2005
Posts: 201
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From: Montreal,Qc
Originally Posted by Pure Adrenaline
No. Type-S VTEC kicks in at the low 5000-RPM range (5300, if I remember right), and in the mid to high 4000-RPM range in the Premium.
Originally Posted by 1st timer
I guess i stand corrected!
I ran multiple searches online but I couldn't find a direct answer. The best source of information I have found is as follows:
The CL-S engine has a dual intake plenum which will open a second passageway improving airflow into the engine (through complex air intake resonance), at about 3500RPM. Your will notice this as an increase in the engine's sound, and you will see the tach needle climb faster. Fly past 4800-4900RPM, and the VTEC hot camshaft kicks in, with the V6 now growling and begging to be revved even more, quite sounding like a Mustang V8. An intense rush of engine power continues to build up until 6900RPM
But I was always under the impression that the Type-S VTEC kicked in at the low 5k-RPM range. I guess I was wrong. I had my VTEC set at 4500 RPM, and after a dyno run, there was a sudden, albeit small, power drop-off point after 4500 RPM when VTEC kicked in. I've changed it to 4800 RPM for smoother power delivery, and more power.
Now this raises an interesting point in itself. Now let's assume that the article is correct on his VTEC engagement point. Even with I/H/P/S on my car, the most optimal setting according to the dyno graph was about 4800 RPM. This goes to show that Honda engineers did their homework, and their judgement is still valid even if the engine is modified.
The bottom line is... I love VTEC.
www.seattlewhips.com
Joined: Mar 2005
Posts: 137
Likes: 1
From: Seattle, WA
b/c the stock airbox is well insulated you won't hear it as well... it is true that we won't feel the pull as well as say an S2000, even in my TL 6-speed, however you should still notice a slight jump.
Although you may not feel it as much, if you get an intake, you will definitely hear it much better.
Although you may not feel it as much, if you get an intake, you will definitely hear it much better.
08 WDP TL-S
Joined: Nov 2004
Posts: 1,089
Likes: 2
From: Richmond,BC
Originally Posted by jennarocks
b/c the stock airbox is well insulated you won't hear it as well... it is true that we won't feel the pull as well as say an S2000, even in my TL 6-speed, however you should still notice a slight jump.
Although you may not feel it as much, if you get an intake, you will definitely hear it much better.
Although you may not feel it as much, if you get an intake, you will definitely hear it much better.
Thread Starter
Pro
Joined: Nov 2001
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[QUOTE=Pure Adrenaline]Anything done to your car, as far as engine mods are concerned? If it's stock or near stock, then you won't feel the changeover. We don't have a B18C5 under the hood; our system is tuned for stealth operation.
I only have headers and mufflers.
I only have headers and mufflers.
Missing my Acura's
Joined: Aug 2003
Posts: 1,485
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From: Boston,MA
[QUOTE=initialD]
Get a AEM cai and ya will hear that vtec
Originally Posted by Pure Adrenaline
Anything done to your car, as far as engine mods are concerned? If it's stock or near stock, then you won't feel the changeover. We don't have a B18C5 under the hood; our system is tuned for stealth operation.
I only have headers and mufflers.
I only have headers and mufflers.
Comptech Freak
Joined: Dec 2001
Posts: 6,555
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From: Toronto, Canada
just to remind you
our car is equipped with SOHC VTEC, which has only one cam vs. the Type-R twin cam engine, we do not have a second high rpm camshart to provide the extra VTEC power that they have
Only NSX has a DOHC V6 and that is ballpark money for such performance
our car is equipped with SOHC VTEC, which has only one cam vs. the Type-R twin cam engine, we do not have a second high rpm camshart to provide the extra VTEC power that they have
Only NSX has a DOHC V6 and that is ballpark money for such performance
Senior Moderator
Joined: May 2003
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From: Better Neighborhood, Arizona
VTEC on the TL-P is at 4400 RPMS
VTEC on the Type S = 4800 RPMS
www.hondanews.com
VTEC on the Type S = 4800 RPMS
www.hondanews.com
VARIABLE VALVE TIMING AND LIFT ELECTRONIC CONTROL (VTEC)
First unveiled on the Acura NSX supercar, the innovative Variable Valve Timing and Lift Electronic Control (VTEC) system is a key player in the TL engine's remarkable combination of high-power and impressive fuel efficiency.
Unlike engines with conventional fixed-timing intake valves, the TL's VTEC engines automatically optimize themselves according to engine speed. By altering the lift and opening duration of the intake valves depending on engine rpm, VTEC helps the engine produce abundant low- and mid-range torque with no sacrifice in high-rpm power. Indeed, at high rpm the VTEC V-6 produces considerably more horsepower than other engines of its size.
At low rpm, the VTEC intake valves follow a set of low-lift, short-duration cam lobes with timing that optimizes cylinder filling. In addition, the timing of the intake valves is staggered and their lift asymmetric -- creating a swirl effect within the combustion chambers at lower RPM. The result is increased burn speed with improved combustion stability and an increase in allowable EGR rate. As the engine spins through 4400 rpm (4800 rpm on the Type-S), the intake rocker arms transition to actuation by high-lift, long-duration cam lobes designed to optimize high-rpm output.
On the Type-S, high-performance camshafts further increase power output by providing longer intake-valve duration, more valve overlap, and additional lift for the exhaust valves.
First unveiled on the Acura NSX supercar, the innovative Variable Valve Timing and Lift Electronic Control (VTEC) system is a key player in the TL engine's remarkable combination of high-power and impressive fuel efficiency.
Unlike engines with conventional fixed-timing intake valves, the TL's VTEC engines automatically optimize themselves according to engine speed. By altering the lift and opening duration of the intake valves depending on engine rpm, VTEC helps the engine produce abundant low- and mid-range torque with no sacrifice in high-rpm power. Indeed, at high rpm the VTEC V-6 produces considerably more horsepower than other engines of its size.
At low rpm, the VTEC intake valves follow a set of low-lift, short-duration cam lobes with timing that optimizes cylinder filling. In addition, the timing of the intake valves is staggered and their lift asymmetric -- creating a swirl effect within the combustion chambers at lower RPM. The result is increased burn speed with improved combustion stability and an increase in allowable EGR rate. As the engine spins through 4400 rpm (4800 rpm on the Type-S), the intake rocker arms transition to actuation by high-lift, long-duration cam lobes designed to optimize high-rpm output.
On the Type-S, high-performance camshafts further increase power output by providing longer intake-valve duration, more valve overlap, and additional lift for the exhaust valves.
Thread Starter
Pro
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Originally Posted by Ken1997TL
Is 4800rpm is the final answer for Type-S??I'll try to focus on when i pass it.thanks
Senior Moderator
Joined: May 2003
Posts: 45,641
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From: Better Neighborhood, Arizona
Originally Posted by initialD
Is 4800rpm is the final answer for Type-S??I'll try to focus on when i pass it.thanks
Comptech Freak
Joined: Dec 2001
Posts: 6,555
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From: Toronto, Canada
Originally Posted by initialD
Is 4800rpm is the final answer for Type-S??I'll try to focus on when i pass it.thanks
Senior Moderator
Joined: May 2003
Posts: 45,641
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From: Better Neighborhood, Arizona
Originally Posted by samkws
we don't have a second cam, but the dual stage intake is working so you will hear a louder growl
The intake tracts totally change in character and make some serious noises. This is really noticeable without the resonator.
On the way!
Joined: Oct 2001
Posts: 3,715
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From: Orlando, FL
Originally Posted by Ken1997TL
Sometimes you might think it's 5000 rpm even, becuase the RPM's raise so quickly. As it is my gauge is about 100 RPM off (gauge reads to high) compared to the data coming from the computer.
Thanks, Ken.
Future JDM Whore
Joined: Aug 2004
Posts: 1,648
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From: In a hood near you
even stock if i let the rpm's sit right under vtec and i engage it i can hear the slight change and you can even feel it pull a slight bit but hopefully i can get my intake soon as well.....glad to hear you like your new intake man 
btw i have a 2000 TL-P
btw i have a 2000 TL-P
Drifting
Joined: Sep 2003
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From: Dodge City, KS
Originally Posted by Ken1997TL
Future JDM Whore
Joined: Aug 2004
Posts: 1,648
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From: In a hood near you
Originally Posted by pimpravi
the 99s kick in at 3500 
lol which mean bad business for you ravi..sittin in vtec all day lots of gas money!!but its ok cuz if i had a intake id be in vtec allllllllll day too
I pimp an Audi A4.
Joined: Aug 2004
Posts: 2,031
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From: the bay
Originally Posted by Da_iLLeZt_TL973
lol which mean bad business for you ravi..sittin in vtec all day lots of gas money!!but its ok cuz if i had a intake id be in vtec allllllllll day too
over your rims 
Pro
Joined: Feb 2001
Posts: 585
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From: TO
Originally Posted by pimpravi
the 99s kick in at 3500
Boomer SOONER
Joined: Jul 2003
Posts: 3,729
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From: McKinney, TX
Originally Posted by pimpravi
the 99s kick in at 3500
Originally Posted by -Rz-UA5
Yep 99 TL vtec kicks in at 3500... My vafc detect the stock vtec signal at 3500. I guess our vtec kicks in sooner must have something to do with our 4 speed gear box..
Instructor
Joined: Mar 2005
Posts: 186
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From: San Rafael, CA
Took out my resonator and I can definetly hear my vtech kick in.....
Is it ever possible that the "dual stage intake" part can get stuck shut? Would this make a difference in power?
Basically, I feel as though my TL-s can be faster, but needs some sort of tuning up. Not sure where to start.
Is it ever possible that the "dual stage intake" part can get stuck shut? Would this make a difference in power?
Basically, I feel as though my TL-s can be faster, but needs some sort of tuning up. Not sure where to start.