whats a good rpm range to enagage vtec with the controller??

 

stock RPM switch over point for whatever engine you got...
What is your engine anyways...

 

i would not alter the v-tec engagement point unless you have a dyno and a fairly modified engine. i made 196whp on a fully built gs-r with stock v-tec settings. when dropped to 4800rpm i made 199.6whp. it just depends on your motor and mods.

 

get on the dynamometer and find out where you lose power out of vtec, and where you gain power in vtec.

 

i have a stock gs-r engine.

 

should be at 4800 rpm the switcover point... the best way finding your point would be to dyno test for optimum points

 

aight thanks for the responses....

 

Why do you guys keep saying that VTEC engagement is 4800?? My stock GSR engages VTEC at 4400.

 

my stock vtec engagment is 5500

 

vtec engages at 4400, the secondaries open at 5750. that's what youre hearing.

 

A little help, please...what are secondaries? I feel the vtec at the same points as you all...4400 when it starts, but the real power I feel around 5800 (I guess when the "secondaries" kick in...) What are those?

 

*edit*


Modified by Calsonic at 3:34 AM 11/6/2004

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by greaseball &raquo;</TD></TR><TR><TD CLASS="quote">i would not alter the v-tec engagement point unless you have a dyno and a fairly modified engine. i made 196whp on a fully built gs-r with stock v-tec settings. when dropped to 4800rpm i made 199.6whp. it just depends on your motor and mods.</TD></TR></TABLE>
i agree with that statement. if your car is stock, i don't see any reason to alter your vtec engagement point. from the factory, it's set at the optimum engagement point. when you upgrade to cams, im, etc, then you might want to alter your vtec engagement point . (depending on the cams of course)

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Calsonic &raquo;</TD></TR><TR><TD CLASS="quote">At 5750 RPM, the secondary butterflys open up in your dual stage intake manifold or however you want to call it. If you look at your IM, you will see your primary butterfly on the passenger side, then if you look on the driver side, you will see the secondary butterfly.</TD></TR></TABLE>
There are no primary and secondary butterflies. Just one set.

 

I fucked up what I wanted to say and it didn't come out right. I shouldn't have called it primary and secondary. What I should have said was there is one butterfly on the throttle body and there is a butterfly set in the dual-stage Intake manifold. When driving under 5750 RPM, the throttle body is the only butterfly that will open and close and the air will go through the longer intake runners. When reving over 5750 RPM, the butterfly in the shorter intake runner will open so that additional air will go in the cylinder along with the air coming from the longer intake runners.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Calsonic &raquo;</TD></TR><TR><TD CLASS="quote">I fucked up what I wanted to say and it didn't come out right. I shouldn't have called it primary and secondary. What I should have said was there is one butterfly on the throttle body and there is a butterfly set in the dual-stage Intake manifold. When driving under 5750 RPM, the throttle body is the only butterfly that will open and close and the air will go through the longer intake runners. When reving over 5750 RPM, the butterfly in the shorter intake runner will open so that additional air will go in the cylinder along with the air coming from the longer intake runners.</TD></TR></TABLE>
in my opinion, i think that's why gsr's don't run as strong as they should up top, because of that dual stage intake manifold. long runners= low rpm and short runners= high rpm. when you have the short runners and the long runners flowing air at the same time, i think that would create some sort of restriction.

 

i kept my vtec crossover points pretty much stock on my 96 itr motor, fooled around with the settings, pulled best at stock settings

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 93TealSi &raquo;</TD></TR><TR><TD CLASS="quote">i kept my vtec crossover points pretty much stock on my 96 itr motor, fooled around with the settings, pulled best at stock settings</TD></TR></TABLE>
i would think so. maybe if you upgraded your cams then you would have to change your settings. your stock cams are ground for the stock switchover point. anything aftermarket would probably be grounded to different specs for a different switchover point.

 

well no **** bud, and cams arent ground down for certain cross over points, the itr motor is just well built and tuned from the factory, my friends gsr pulled much better by raising the vtec crossover point by a couple hundred rpms

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 93TealSi &raquo;</TD></TR><TR><TD CLASS="quote">well no **** bud, and cams arent ground down for certain cross over points, the itr motor is just well built and tuned from the factory, my friends gsr pulled much better by raising the vtec crossover point by a couple hundred rpms</TD></TR></TABLE>
the cams decide where you're going to make power buddy. the bigger the cams the more power they will make higher up in the rev range. that's what i mean by the ground of the cams, they're designed to start making power at a certain rpm. a stock gsr makes peak power at 7600 rpm and a type r makes peak power at 8000 rpm, so i would think that the cams are playing a very big role in how much power they're making and where. and tell me if your friend's gsr was stock when it pulled much better.