Why don't I hear Vtec kicking in?
Three Wheelin'
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From: boston
im about to pick it up today i bought it the other day at acura =] i just wanted to know if it had it
some people where saying it didn't only in 6speed had it , and im like why does it have a sport mode then
some people where saying it didn't only in 6speed had it , and im like why does it have a sport mode then
Last edited by Steven Bell; Jul 6, 2013 at 12:04 AM. Reason: Merged Posts
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Suzuka Master
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Thing is just about 90% of the cars built today have variable valve timing. Some are always in play other are limited to specific RPM ranges. Vtec is a first generation system that I think is being upgraded on the new Honda 3.5's
Example is BMW's system but single VANOS & Vtec are the same functionally.
The first-generation single VANOS (Vtec) system adjusts the timing of the intake camshaft in discrete steps (eg the camshaft is advanced/retarded at certain engine speeds.[1] VANOS was first introduced in 1992 on the BMW M50 engine used in the 5 Series.
The second-generation double VANOS system adjusts the timing of the intake and exhaust camshafts with continuously variable adjustment, based on engine speed and throttle opening. The first double VANOS system appeared on the S50B32 engine in 1996.
Example is BMW's system but single VANOS & Vtec are the same functionally.
The first-generation single VANOS (Vtec) system adjusts the timing of the intake camshaft in discrete steps (eg the camshaft is advanced/retarded at certain engine speeds.[1] VANOS was first introduced in 1992 on the BMW M50 engine used in the 5 Series.
The second-generation double VANOS system adjusts the timing of the intake and exhaust camshafts with continuously variable adjustment, based on engine speed and throttle opening. The first double VANOS system appeared on the S50B32 engine in 1996.
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next thing you know.. the OP is going to ask what does SH-AWD stands for..
some people just lack common sense.... how can you not know what your buying?? unless the OP is a chick then that is a different story.. not to sound feminist..
some people just lack common sense.... how can you not know what your buying?? unless the OP is a chick then that is a different story.. not to sound feminist..
Exactly my thoughts.
In the OP's defense, I have seen several posters on this site say they love hearing the VTEC kick in. I had the question at one point, too.
In the OP's defense, I have seen several posters on this site say they love hearing the VTEC kick in. I had the question at one point, too.
Last edited by Steven Bell; Jul 6, 2013 at 12:05 AM. Reason: Merged Posts
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From: boston
lmaoo damm yall are attacking me, i know the car has vtec i have the car now took it for its first pull vtec screaming, =]
when i first test drove the car i got on it a lil , but i didnt hear it kick in , to be honest but know i hear it now ilove this car , i traded in the 08 evo x for this
but "now" i hear it and ilove this car , i traded in the 08 evo x for this
when i first test drove the car i got on it a lil , but i didnt hear it kick in , to be honest but know i hear it now ilove this car , i traded in the 08 evo x for this
but "now" i hear it and ilove this car , i traded in the 08 evo x for this
Last edited by Steven Bell; Jul 6, 2013 at 12:05 AM. Reason: Merged Posts
^actually; they've quieted it down.
the torque curve is flat.
and you dont really hear the crossover anymore, or you're not supposed to. Back in the DOHC days, it was common to feel and hear vtec.
they made vtec as seamless as possible.
you're probably hearing the butterflies in the intake manifold open up and then a healthy engine and exhaust note.
the torque curve is flat.
and you dont really hear the crossover anymore, or you're not supposed to. Back in the DOHC days, it was common to feel and hear vtec.
they made vtec as seamless as possible.
you're probably hearing the butterflies in the intake manifold open up and then a healthy engine and exhaust note.
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From: Boston.
Let's be nice here... by his own admission he used to have an evo.
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From: boston
/Users/apple/Documents/Downloads_IMG_0776.jpg
[IMG]/Users/apple/Documents/Downloads_IMG_0776.jpg[/IMG]
do you guys think i got a good price?? , i paid 28,900 for the 2010 tl, the paint is in very good condition like 10 out of a 10 , black paint ,and chestnut leather seats , sh-awd with tech package , 19inch Crome rims and it has 29,229 thousand miles on it.
[IMG]/Users/apple/Documents/Downloads_IMG_0776.jpg[/IMG]
do you guys think i got a good price?? , i paid 28,900 for the 2010 tl, the paint is in very good condition like 10 out of a 10 , black paint ,and chestnut leather seats , sh-awd with tech package , 19inch Crome rims and it has 29,229 thousand miles on it.
Last edited by Steven Bell; Jul 6, 2013 at 12:06 AM. Reason: Merged Posts
Suzuka Master
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The basic architecture of bore spacing etc. does not look to change so there should not be any design reason why you would use more oil than any other Acura motor. My 3.2 was pretty good on oil, don’t remember adding much between the 7500? mile change cycle.
Are you running the recommended viscosity? I know some guys with oil usage issues in BMW land are using weights not on the recommended chart.
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I was thinking that too lol... I researched every little detail about my car before I bought it, I mean it's a 20-30k purchase (used) or 40+ (new) so it would be crazy to spend that kinda money on something without knowing everything about it.
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I did research about the car but I really didn't feel it kick in when I was driving it you know. That's why I asked if it had vtec. I saw on the paper that it said 3.7 vtec but it didn't kick in like my s2000 did . But ilove the car . But I bought this car to get rid of the EVO x I had so many problems with that car . When I traded it in the awd pump went but I cleared the light and traded it in LOL 2000 dollar fix.
Suzuka Master
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Think the whole J series is just like the Chevy small block. They keep upping the displacement by small incremental bore & stroke increases.
The basic architecture of bore spacing etc. does not look to change so there should not be any design reason why you would use more oil than any other Acura motor. My 3.2 was pretty good on oil, don’t remember adding much between the 7500? mile change cycle.
Are you running the recommended viscosity? I know some guys with oil usage issues in BMW land are using weights not on the recommended chart.
The basic architecture of bore spacing etc. does not look to change so there should not be any design reason why you would use more oil than any other Acura motor. My 3.2 was pretty good on oil, don’t remember adding much between the 7500? mile change cycle.
Are you running the recommended viscosity? I know some guys with oil usage issues in BMW land are using weights not on the recommended chart.
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A couple of notes on this thread. First, VTEC won't engage unless certain conditions are met: oil pressure, water temperature, even how full your gas tank is. In just about any Honda forum on the web there is a question "when does VTEC engage?" or "why my VTEC won't engage". If anyone has the shop manual for the TL, I am sure they can find the info in there. Also, a second point to make is that VTEC is not the only system that adjust the air flow. There is also a valve under the intake manifold cover that remains closed at low RMPs and opens up at high RMPs to provide high torque at low engine speeds and high torque at high engine speeds. Hope that helps.
Burning Brakes
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^actually; they've quieted it down.
the torque curve is flat.
and you dont really hear the crossover anymore, or you're not supposed to. Back in the DOHC days, it was common to feel and hear vtec.
they made vtec as seamless as possible.
you're probably hearing the butterflies in the intake manifold open up and then a healthy engine and exhaust note.
the torque curve is flat.
and you dont really hear the crossover anymore, or you're not supposed to. Back in the DOHC days, it was common to feel and hear vtec.
they made vtec as seamless as possible.
you're probably hearing the butterflies in the intake manifold open up and then a healthy engine and exhaust note.
I have a 2006 TL.
however; there are tons of reports from the 3.7 awd guys saying they are burning oil.
Suzuka Master
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Is the 06 using oil? How many miles on it?
On the 3.7 its pretty much an engineering kluge to run a system like Vtec on both intake & exhaust valves with a single camshaft. It a lot more optimal (simpler construction) on twin-cam (one for each set of valves) engines
On the 3.7 its pretty much an engineering kluge to run a system like Vtec on both intake & exhaust valves with a single camshaft. It a lot more optimal (simpler construction) on twin-cam (one for each set of valves) engines
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^^^ I have a 2005 with 175K miles on her and she does not burn any oil....the level on the dipstick pretty much stays the same over the 5K mile OCI
recently I was installing the Oil Catch can and valve covers, these were taken then....the motor has 173,xxx miles on her:
a little zoomed in
There was no sludge and no signs of MAJOR wear on the rockers...
I went ahead and installed these:
Bought the setup from Bert, and am thinking of selling it already....might post it on the BM in a couple days....
Done, done and Done
recently I was installing the Oil Catch can and valve covers, these were taken then....the motor has 173,xxx miles on her:
a little zoomed in
There was no sludge and no signs of MAJOR wear on the rockers...
I went ahead and installed these:
Bought the setup from Bert, and am thinking of selling it already....might post it on the BM in a couple days....
Done, done and Done
Suzuka Master
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I would add a couple of things to this thread. With the 3.7 L engine two things are happening around the same time. At 4000 RPM the butterfly valve in the intake manifold that separates the two halves of the engine opens. This inertia causes increased air flow to enter the engine. Then, at 4700 RPM the valvetrain switches to the high lift profile. Intake valve lift increases by 28% and exhaust valve lift increases by 10%. Don't forget that VTEC also changes duration.
Also, in the 3.7 L engine the cast iron cylinder sleeves are replaced by Fiber Reinforced Metal. These allow for thinner cylinder walls and have been used in the past on the 2.2 L as 2000 engine, 3.2 L NSX engine, and (if I remember correctly) the Integra Type-R engine. However, these are also known to be very hard and take much longer to break in. I would suggest that this might be the reason why the 3.7 uses more oil. Especially if somebody switched to synthetic a little early. Some say this engine doesn't fully break-in until you're well past 10,000 miles.
Also, in the 3.7 L engine the cast iron cylinder sleeves are replaced by Fiber Reinforced Metal. These allow for thinner cylinder walls and have been used in the past on the 2.2 L as 2000 engine, 3.2 L NSX engine, and (if I remember correctly) the Integra Type-R engine. However, these are also known to be very hard and take much longer to break in. I would suggest that this might be the reason why the 3.7 uses more oil. Especially if somebody switched to synthetic a little early. Some say this engine doesn't fully break-in until you're well past 10,000 miles.
Last edited by Colin; Jul 8, 2013 at 09:40 PM.
Burning Brakes
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Second, what does sports mode have anything to do with vtec?
takin care of Business in
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Thank you sir....just shows how far along regular maintenance goes 
The second part of your post is spot on....I have been reading on it since Justin pointed out the oil problems in the 3.7 engine....
the 1st part however, its the same in the previous models.... J32A3 on....
a lot of us have removed the butterfly for better low end but its more like a placebo effect than anything else....
the reason for the butterfly is, longer intake runners are better for low end torque but bad for throttle response....as we go higher in the rev range, the engine needs a lot more air....hence the butterfly open up creating a direct path for air....
i would just LOVE it if the J32A3 would have exhaust side VTEC as well, man that will sound mean....
I would add a couple of things to this thread. With the 3.7 L engine two things are happening around the same time. At 4000 RPM the butterfly valve in the intake manifold that separates the two halves of the engine opens. This inertia causes increased air flow to enter the engine. Then, at 4700 RPM the valvetrain switches to the high lift profile. Intake valve lift increases by 28% and exhaust valve lift increases by 10%. Don't forget that VTEC also changes duration.
Also, in the 3.7 L engine the cast iron cylinder sleeves are replaced by Fiber Reinforced Metal. These allow for thinner cylinder walls and have been used in the past on the 2.2 L as 2000 engine, 3.2 L NSX engine, and (if I remember correctly) the Integra Type-R engine. However, these are also known to be very hard and take much longer to break in. I would suggest that this might be the reason why the 3.7 uses more oil. Especially if somebody switched to synthetic a little early. Some say this engine doesn't fully break-in until you're well past 10,000 miles.
Also, in the 3.7 L engine the cast iron cylinder sleeves are replaced by Fiber Reinforced Metal. These allow for thinner cylinder walls and have been used in the past on the 2.2 L as 2000 engine, 3.2 L NSX engine, and (if I remember correctly) the Integra Type-R engine. However, these are also known to be very hard and take much longer to break in. I would suggest that this might be the reason why the 3.7 uses more oil. Especially if somebody switched to synthetic a little early. Some say this engine doesn't fully break-in until you're well past 10,000 miles.
the 1st part however, its the same in the previous models.... J32A3 on....
a lot of us have removed the butterfly for better low end but its more like a placebo effect than anything else....
the reason for the butterfly is, longer intake runners are better for low end torque but bad for throttle response....as we go higher in the rev range, the engine needs a lot more air....hence the butterfly open up creating a direct path for air....
i would just LOVE it if the J32A3 would have exhaust side VTEC as well, man that will sound mean....
Suzuka Master
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Thank you sir....just shows how far along regular maintenance goes
The second part of your post is spot on....I have been reading on it since Justin pointed out the oil problems in the 3.7 engine....
the 1st part however, its the same in the previous models.... J32A3 on....
a lot of us have removed the butterfly for better low end but its more like a placebo effect than anything else....
the reason for the butterfly is, longer intake runners are better for low end torque but bad for throttle response....as we go higher in the rev range, the engine needs a lot more air....hence the butterfly open up creating a direct path for air....
i would just LOVE it if the J32A3 would have exhaust side VTEC as well, man that will sound mean....
The second part of your post is spot on....I have been reading on it since Justin pointed out the oil problems in the 3.7 engine....
the 1st part however, its the same in the previous models.... J32A3 on....
a lot of us have removed the butterfly for better low end but its more like a placebo effect than anything else....
the reason for the butterfly is, longer intake runners are better for low end torque but bad for throttle response....as we go higher in the rev range, the engine needs a lot more air....hence the butterfly open up creating a direct path for air....
i would just LOVE it if the J32A3 would have exhaust side VTEC as well, man that will sound mean....