Has anyone lowered the vtec engagement for j32 or j35 ? If so any positive feedback with doing this?

 

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

 

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

 

the only viable option is the J&R ECU

 

The 4th gen TL's have a j35, right?

 

^yes, J35's and J37's

 

I had a 2012 sh-awd loaner last week. I had wondered how it felt like it had so much more on the highway at cruising speeds than my type-s taking extra drive train loss through AWD and heavier car into account. Makes sense knowing that it has a straight torque curve.

 

^the SH-AWD's are the 3.7 J37 motors. pumping out 300hp at the crank

 

I haven't looked at a dyno yet but I would imagine that it is putting very similar numbers to the ground as a type-s does. AWD would cause extra drive train loss, correct?

 

^yeah, putting both cars at around the same wheel hp.

Dont forget that the 4G is a little heavier.
and with six speeds, the 4G has better gearing than your 5at type-s


I know my 06 6MT can take a '12 shawd auto

 

^ Liar

 

okay, i did lie.

butt, they are heavy and and and

 

Acura has went up .2 liters for each generation of TL. So the real question is, does Acura continue this trend into their 5th get TLs or do they drop the displacement or leave it wheres it's at and do we get a turbo?

 

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!

 

why you asking us!?
lol

Acura will remain "smart luxury" which means they are focused on gas mileage and trying different technologies such as the rear independent motors that are going to be found in the new RLX and NSX.

 

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.

 

Yes indeed Justn has it right on the mark. What you are saying is all correct but we are yet to see. As did the 3rd gen base vs s with .3 boost, I have yet to see what will happen when in doubt the 4th Gen type S is released. From my knowledge, but probably will not happen, is that it should easily go to the old NSX 3.9 Liters from the base 3.7. For the most power, I believe they may and make it ULEV.

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.