OK I searched and read about the 4400 and 5800 points. I pretty sure its 5800 for the VTEC engagement. Here's my story: I had a bone stock obd1 p72 runnig my H22 motor for a little over 3 months. My secondaries are open ALL the time,so there is no change in the cars performance at 4400 rpms. My car would run a little laggy until about 5000 rpms then it just ran like ****. Absolutely no power and the motor sounded like I was just reving it up. But at around 5800 or so BAM!! the thing just puuuuullllled. And yes I could here the very loud audible click of the VTEC engagement pin.( H22 vtec is very audible) Thats why I think it is at 5800. I say one of you Geezer guys should disconnect your vaccum to your butterflies and see what happens. If VTEC is at 4400 the you should feel the pull at that point,right?? But if it's latter then your car should pull at 5800. This would seem to be undisputible proof don't you think??

 

bump??

 

I'm not sure what you're looking for here. VTEC engagement on the 94+ GS-R is ~4400 RPM, that's simply a fact. What exactly the situation was/is with your setup, I can't say for certain.

 

Yeah really, I second that - it's 4,400. VTEC engagement isn't supposed to jolt the car forward and give it this massive boost - from the factory, you should not feel the transition.

What you're feeling is a fluke - unless your situation includes a chipped ECU or VTEC controller or something.

And for god sakes, not only do H22's not have secondaries, but you're also running the wrong ECU for the motor. Fix your car.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by cb7-R &raquo;</TD></TR><TR><TD CLASS="quote">If VTEC is at 4400 the you should feel the pull at that point,right?? But if it's latter then your car should pull at 5800. This would seem to be undisputible proof don't you think??</TD></TR></TABLE>

HELL NO, moving on....

 

LOL! In the words of opie, GTFO!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Padawan &raquo;</TD></TR><TR><TD CLASS="quote">VTEC engagement on the 94+ GS-R is ~4400 RPM, that's simply a fact. </TD></TR></TABLE>

i always thought it was the secondaries opening at 4400 and vtec at 5800 do i have it confused is it the other way around??

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by cb7-R &raquo;</TD></TR><TR><TD CLASS="quote">OK I searched and read about the 4400 and 5800 points. I pretty sure its 5800 for the VTEC engagement. Here's my story: I had a bone stock obd1 p72 runnig my H22 motor for a little over 3 months. My secondaries are open ALL the time,so there is no change in the cars performance at 4400 rpms. My car would run a little laggy until about 5000 rpms then it just ran like ****. Absolutely no power and the motor sounded like I was just reving it up. But at around 5800 or so BAM!! the thing just puuuuullllled. And yes I could here the very loud audible click of the VTEC engagement pin.( H22 vtec is very audible) Thats why I think it is at 5800. I say one of you Geezer guys should disconnect your vaccum to your butterflies and see what happens. If VTEC is at 4400 the you should feel the pull at that point,right?? But if it's latter then your car should pull at 5800. This would seem to be undisputible proof don't you think??</TD></TR></TABLE>so you're trying to say honda is wrong? i'd think they know more about their engines than you.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by screech &raquo;</TD></TR><TR><TD CLASS="quote">

i always thought it was the secondaries opening at 4400 and vtec at 5800 do i have it confused is it the other way around??</TD></TR></TABLE>
Think about this..... why would secondaries open first?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by screech &raquo;</TD></TR><TR><TD CLASS="quote">

i always thought it was the secondaries opening at 4400 and vtec at 5800 do i have it confused is it the other way around??</TD></TR></TABLE>vtec is at 4400, secondaries at 5800. how many times has it already been said in this thread?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by psychotic_z &raquo;</TD></TR><TR><TD CLASS="quote">Yeah really, I second that - it's 4,400. VTEC engagement isn't supposed to jolt the car forward and give it this massive boost - from the factory, you should not feel the transition.

What you're feeling is a fluke - unless your situation includes a chipped ECU or VTEC controller or something.

And for god sakes, not only do H22's not have secondaries, but you're also running the wrong ECU for the motor. Fix your car.</TD></TR></TABLE>

Well you're a moron. Yes H22's do in fact have secondaries. Also the p72 is one of the possible ecu's that can be tuned by hondata. The P13 cannot be tuned thats why I'm using it. My car works fine moron.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by stoned **** &raquo;</TD></TR><TR><TD CLASS="quote">so you're trying to say honda is wrong? i'd think they know more about their engines than you.</TD></TR></TABLE>

What do you mean?? I never said anything about Honda being wrong. I explained my situation and asked for a reason behind it.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SMZ GSR &raquo;</TD></TR><TR><TD CLASS="quote">
Think about this..... why would secondaries open first? </TD></TR></TABLE>

Well with a P13(H22 ecu) the secondaries open first in order to increase the air flow before VTEC engagement. Why would the GS-R be diffrent??

 

4400 low lift and 4900 high lift, the sound u r hearing at 5800 rpm is not vtec its you're secondary manifold runners opening up. this happens when the secondary runner solenoid hits the proper pressure, which opens your secondary runners up

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by cb7-R &raquo;</TD></TR><TR><TD CLASS="quote">
Well with a P13(H22 ecu) the secondaries open first in order to increase the air flow before VTEC engagement. Why would the GS-R be diffrent??</TD></TR></TABLE>

Hmm, why would they be called secondaries? Doesn't the P72 make the H22 run lean?

 

if you are running a h22 vtec with the stock intake manifols then the secondaries should open at 5400-5600rpm, if you are runing a gsr ecu on it then you will soon be looking at an engine rebuild do to the increased redline factor and decreased fuel ratios that were designed for a 1.8 ltr not a 2.2 lyr

 

No No you guys don't get it. I m not running a stock p72 program any more. It is now tunred for my H motor. I was just questioning the VTEC engagement with the stock P72. Thanks for the input.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by BlueIntegraBoy &raquo;</TD></TR><TR><TD CLASS="quote">

Hmm, why would they be called secondaries? Doesn't the P72 make the H22 run lean?</TD></TR></TABLE>

They're called secondaries because its a duo stage manifold and they open up "second" to allow for a quicker more increased air flow into the head. On a stock H22 ecu they open up at around 4600-4800 rpm then VTEC comes on at 5200. I m still not convinced that 5800 is NOT the VTEC engagement for the GS-R. It doesnt make sense. Why would the VTEC engage first?? When VTEC engages the fuel and spark maps increase radically so where is the airflow to support it? from 4400 to 5800 is a long time to wait for increased air.

 

If you aren't convinced then call Honda/Acura for yourself so then can also tell you that you are wrong.

Do you realize the problem in your posts?
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by cb7-R &raquo;</TD></TR><TR><TD CLASS="quote">They're called secondaries because its a duo stage manifold and they open up "second".</TD></TR></TABLE>
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by cb7-R &raquo;</TD></TR><TR><TD CLASS="quote">the secondaries open first in order to increase the air flow before VTEC engagement. </TD></TR></TABLE>

 

well i have a p72 on an ls/vtec setup and my vtec engages at 4200 and that things sounds like a monters thanks to my apexi exhuast but yea i feel a push and i can hear it at 4200.

 

vtec does engage at 4400 on the stock gsr and the secondaries open at 5800

the gsr operates at low cam long runner then hicam long runner then short runner hicam
when the secondaries opens it increases the amount of air that can go into the engine the primaries are still working its done this way to increase flow velocity and make the very nice gsr flat tq curve absent on non dual stage manifolds, its an ingenius design and a variation of it is used still on the rsx-s motor and that motor adresses all of the issues and quirks found in B motors..hmm

for the love of something can someone pm me the weight of a k20 with its tranny?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SMZ GSR &raquo;</TD></TR><TR><TD CLASS="quote">If you aren't convinced then call Honda/Acura for yourself so then can also tell you that you are wrong.

Do you realize the problem in your posts?

</TD></TR></TABLE>

Ha Ha funny way of taking my posts out of context. My first refrence is to the intake manifold runners and my other refrence is to the manifold vs. VTEC engagement.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MugenRacerX &raquo;</TD></TR><TR><TD CLASS="quote">vtec does engage at 4400 on the stock gsr and the secondaries open at 5800

the gsr operates at low cam long runner then hicam long runner then short runner hicam
when the secondaries opens it increases the amount of air that can go into the engine the primaries are still working its done this way to increase flow velocity and make the very nice gsr flat tq curve absent on non dual stage manifolds, its an ingenius design and a variation of it is used still on the rsx-s motor and that motor adresses all of the issues and quirks found in B motors..hmm

for the love of something can someone pm me the weight of a k20 with its tranny?</TD></TR></TABLE>

Sounds like a good explantion thanks.