J32A3-A8 V-tec engagement?
#2
Moderator
iTrader: (1)
we never really had a viable tuning option, until just recently.
what we have found is that lowering the vtec engagement point, makes the torque band curvey.
you want a straight solid torque band.
with the j32 engine, the engagement point is set at 4700RPM
we have found if you push it up to 5k, you will get a nice straight torque band!
Acura realized this and increased the engagement point in the j35's at; you guessed it 5k RPM
what we have found is that lowering the vtec engagement point, makes the torque band curvey.
you want a straight solid torque band.
with the j32 engine, the engagement point is set at 4700RPM
we have found if you push it up to 5k, you will get a nice straight torque band!
Acura realized this and increased the engagement point in the j35's at; you guessed it 5k RPM
#3
9th Gear
Thread Starter
thanks for the info and how could i come by doing this jandr ecu? hondata maybe i saw on thier site that they had one but ive never heard of anyone running hondata on j32a3 or j35a8's
#5
Drifting
iTrader: (1)
we never really had a viable tuning option, until just recently.
what we have found is that lowering the vtec engagement point, makes the torque band curvey.
you want a straight solid torque band.
with the j32 engine, the engagement point is set at 4700RPM
we have found if you push it up to 5k, you will get a nice straight torque band!
Acura realized this and increased the engagement point in the j35's at; you guessed it 5k RPM
what we have found is that lowering the vtec engagement point, makes the torque band curvey.
you want a straight solid torque band.
with the j32 engine, the engagement point is set at 4700RPM
we have found if you push it up to 5k, you will get a nice straight torque band!
Acura realized this and increased the engagement point in the j35's at; you guessed it 5k RPM
The following 2 users liked this post by justnspace:
DSF UA6-7 SQUADRON (07-06-2012),
JJH (07-06-2012)
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The following users liked this post:
justnspace (07-06-2012)
#14
Series Motor's
type s as well.
From what I understand you cannot remove the stock ECU without causing the tech to fail, if you drive a type s or have the navi package. If that is not importance to you than you might as well. You run a second ecu with the main one. OTHERWISE PLEASE VOID THIS MESSAGE or inform me of something good!
From what I understand you cannot remove the stock ECU without causing the tech to fail, if you drive a type s or have the navi package. If that is not importance to you than you might as well. You run a second ecu with the main one. OTHERWISE PLEASE VOID THIS MESSAGE or inform me of something good!
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#16
Burning Brakes
JUSTIN nailed this. This motor is not like K20's when lowering the vtec you'll get more power. - But simuliar since this motor was built on the K20's simularity only more TQ and down to SOHC. Getting the VTEC point right and the settings the cam angles at the cross-over right is very important and one of the most difficult tuning tasks. If not done right, the curve is bumpy and performance suffers. Which was done when lowering the vtec. Rodney upped the vtec to 5K on J32. What the J32 suffer from stock is when the angle of the cam needs to be rotate a lot, this result in a power dip for a hundred rpm after Vtec while the cam rotates into proper position. If Vtec is set properly, the VTEC noise is reduced; the difference in noise is because when Vtec enganges, you're running a different engine. For me, I like to sacrifice a bit of power before the Vtec point to gain it back and more after Vtec.
The following users liked this post:
justnspace (07-09-2012)
#17
Series Motor's
As Justn said, the NSX went to a 3.6 from 3.9, which is quite crazy, dont you think? but with high-comp technology, proper stoichmetry, we can have a motor tuned to perform insanely.
I do not wish to hold this true, but most likely it is, for a 1.0 L/100hp without anything but proper tune. So HP wise there is no problem, it is all about creating the torque.
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