Can i make my non-vtec a V-tec?
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From: Virginia beach, Va, USA
Can i make my non-vtec a V-tec?
i have a 91 integra Ls non-tec i just wanted to know if i could make it a vtec. and i have got to get more power so if you have any suggestions i would really appreciate them
what is the Hp rating on a stock b18a1 ?
Thanx
what is the Hp rating on a stock b18a1 ?
Thanx
Honda-Tech Member
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From: houston, tx, usa
Re: Can i make my non-vtec a V-tec? (ricerboy757)
you can make it vtec by putting a vtec head on it with a vtec ecu. But in my opinion its better just to get the whole motor. Use the search feature to search for ls/vtec. And make sure you search before you post or people will ream you.
oh yeah and the stock hp rating is 140.
id just throw a turbo on it..
oh yeah and the stock hp rating is 140.
id just throw a turbo on it..
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From: Madison, Wisconsin, U.S.
Re: Can i make my non-vtec a V-tec? (jennifermike)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HoUTX98GSR »</TD></TR><TR><TD CLASS="quote">
oh yeah and the stock hp rating is 140.
</TD></TR></TABLE>
The 90-91's only have 130 hp stock, the 92-93's have 140. But as stated before, SEARCH, this has been covered soo many times before.
oh yeah and the stock hp rating is 140.
</TD></TR></TABLE>
The 90-91's only have 130 hp stock, the 92-93's have 140. But as stated before, SEARCH, this has been covered soo many times before.
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From: Bajiniashyu No Richomondo Desu
Re: Can i make my non-vtec a V-tec? (ricerboy757)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ricerboy757 »</TD></TR><TR><TD CLASS="quote">i have a 91 integra Ls non-tec i just wanted to know if i could make it a vtec. and i have got to get more power so if you have any suggestions i would really appreciate them
what is the Hp rating on a stock b18a1 ?
Thanx
</TD></TR></TABLE>
Yes, its called LS/Vtec, I'm sure theres something in the Integra FAQ about it. Like houtx98gsr said, just go boost. VTEC isn't that great, I don't know why people act like its automotive sex.
what is the Hp rating on a stock b18a1 ?
Thanx
</TD></TR></TABLE>
Yes, its called LS/Vtec, I'm sure theres something in the Integra FAQ about it. Like houtx98gsr said, just go boost. VTEC isn't that great, I don't know why people act like its automotive sex.
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From: P Town Yo, ca
Re: Can i make my non-vtec a V-tec? (shermanyang)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ricerboy757 »</TD></TR><TR><TD CLASS="quote">is the b18 gonna handle a turbo?
</TD></TR></TABLE>
Yes 6-7psi is about max without a full build
</TD></TR></TABLE>
Yes 6-7psi is about max without a full build
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From: Seattle, WA
Re: Can i make my non-vtec a V-tec? (Racermech)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Integra FAQ »</TD></TR><TR><TD CLASS="quote">---Engine, LSVTEC and CRVTEC---
https://honda-tech.com/zerothread?id=1119323 – A Few Good Links
https://honda-tech.com/zerothread?id=1082172 – A Few More Good Links
https://honda-tech.com/zerothread?id=1083788 – Break-In Period
https://honda-tech.com/zerothread?id=501372 – Reliability Issues
https://honda-tech.com/zerothread?id=720621 – Quarter Mile Times
https://honda-tech.com/zerothread?id=805408 – Using LS ECU</TD></TR></TABLE>
https://honda-tech.com/zerothread?id=1119323 – A Few Good Links
https://honda-tech.com/zerothread?id=1082172 – A Few More Good Links
https://honda-tech.com/zerothread?id=1083788 – Break-In Period
https://honda-tech.com/zerothread?id=501372 – Reliability Issues
https://honda-tech.com/zerothread?id=720621 – Quarter Mile Times
https://honda-tech.com/zerothread?id=805408 – Using LS ECU</TD></TR></TABLE>
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From: Bajiniashyu No Richomondo Desu
Re: Can i make my non-vtec a V-tec? (ricerboy757)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ricerboy757 »</TD></TR><TR><TD CLASS="quote">can i run a V-tec with a turbo?</TD></TR></TABLE>
Yep, you sure can.
Yep, you sure can.
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From: San Diego, CA
Re: Can i make my non-vtec a V-tec? (ricerboy757)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ricerboy757 »</TD></TR><TR><TD CLASS="quote">can i run a V-tec with a turbo?</TD></TR></TABLE>
um yes but its gonna cost you some $$$
um yes but its gonna cost you some $$$
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From: KnoxvilleTN 5600, RPMs, USA
Re: Can i make my non-vtec a V-tec? (old_school_dohcvtec)
I dont get why people refer to it as "a vtec". VTEC is not something you go buy at Wal-Mart and install. It's a feature that is exclusive to Honda motors.
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From: Bajiniashyu No Richomondo Desu
Re: Can i make my non-vtec a V-tec? (old_school_dohcvtec)
I don't see why it would cost him much more money than boosting anything else. Maybe you could explain what you mean...?
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From: Bajiniashyu No Richomondo Desu
Re: Can i make my non-vtec a V-tec? (EV1L SI)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EV1L SI »</TD></TR><TR><TD CLASS="quote">I dont get why people refer to it as "a vtec". VTEC is not something you go buy at Wal-Mart and install. It's a feature that is exclusive to Honda motors.</TD></TR></TABLE>
I don't get it either. Its like "Yeah man, I went down to pep boys and got me a VTEC", it's just stupid.
I don't get it either. Its like "Yeah man, I went down to pep boys and got me a VTEC", it's just stupid.
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From: rebuilding in, wv, United States
Re: Can i make my non-vtec a V-tec? (Sh!ttyLS)
to help him out and understand vtec heres some info:
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Lee's Biases VTEC Page »</TD></TR><TR><TD CLASS="quote">Honda first introduced the DOHC VTEC mechanism in the US on the 1990 Acura NSX. But a year earlier in 1989, the Japan Domestic Market got the world's first dose of DOHC VTEC in the 1989-1993 generation of the Honda Integra. The 1989 DA6 Honda Integra RSi/XSi used a 160ps variant of the B16A DOHC VTEC engine. Honda enthusiasts would recongnize the B16A engine since it is currently used in the 1999 and 2000 US-spec Civic Si and Canada-spec Civic SiR. However the B16A used in the current Civics is a second version of the original B16A. The main difference is that the newer US-spec B16A has slightly more power at 160hp.
Okay that's enough history. Lets see how DOHC VTEC works. The figure to the right shows a simplified representation of a intake-valve VTEC mechanism (the exhaust mechanisms work similarly). So for each pair of valves, there are three cam lobes. The two on the outside are low RPM lobes and the one in the middle is the high RPM lobe. The two low RPM lobes actuate the two valve rockers, which in turn pushes the valves open. The high RPM lobe actuates a follower, which is shaped like a valve rocker, but doesn't actuate any valves. The figures show the circular section of the cam lobes touching the valve rockers, and the eliptical section pointing away. Thus the valves are closed in this stage.
During low RPM operations, the two outer cam lobes directly actuates the two valve rockers. These low PRM lobes are optimized for smooth operation and low fuel consumption. The high RPM lobe actuates the follower. But since the follower isn't connected to anything, it doesn't cause anything to happen. This procss is illustrated by the figure to the right.
At high RPMs, oil pressure pushes a metal pin through the valve rockers and the follower, effectively binding the three pieces into one. And since the high RPM lobe pushes out further than the low RPM lobes, the two valve rockers now follow the the profile of the high RPM lobe. The high RPM lobe's profile is designed to open the valves open wider, and for a longer duration of time, thus allowing more fuel/air mixture to enter the cylinder. The improved breathing allows the engine to sustain its torque output as RPM rises, thus resulting in higher power output
That is basically how VTEC works. The picture to the right is a picture of an actual DOHC VTEC engine. Note that there are two cam shafts, one for the intake valves and one for the exhaust valves. For each pair of valves, notice that there are three cam lobes: two cam lobes on the outside, and one cam lobe in the middle.
As I've said before. The VTEC mechanism is nothing spectacular. DOHC VTEC is the most ambitious of all VTEC varieties in terms of specific output (except for the up coming VTEC-i). Yet as you can see, the implementation is elegantly simple. VTEC is Honda's solution to the design goal of improving engine breathing at high RPMs while retaining smooth and economical operation at low RPMs. DOHC VTEC technology is currently used in the 160HP Civic Si, 170HP Integra GS-R, 195HP Integra Type-R, 200HP Prelude base/Type-SH, 240HP S2000 and the venerable 290HP Acura NSX. And these are just the US-spec cars. Saying that VTEC is a successful design is an understatement.
</TD></TR></TABLE>
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Lee's Biases VTEC Page »</TD></TR><TR><TD CLASS="quote">Honda first introduced the DOHC VTEC mechanism in the US on the 1990 Acura NSX. But a year earlier in 1989, the Japan Domestic Market got the world's first dose of DOHC VTEC in the 1989-1993 generation of the Honda Integra. The 1989 DA6 Honda Integra RSi/XSi used a 160ps variant of the B16A DOHC VTEC engine. Honda enthusiasts would recongnize the B16A engine since it is currently used in the 1999 and 2000 US-spec Civic Si and Canada-spec Civic SiR. However the B16A used in the current Civics is a second version of the original B16A. The main difference is that the newer US-spec B16A has slightly more power at 160hp.
Okay that's enough history. Lets see how DOHC VTEC works. The figure to the right shows a simplified representation of a intake-valve VTEC mechanism (the exhaust mechanisms work similarly). So for each pair of valves, there are three cam lobes. The two on the outside are low RPM lobes and the one in the middle is the high RPM lobe. The two low RPM lobes actuate the two valve rockers, which in turn pushes the valves open. The high RPM lobe actuates a follower, which is shaped like a valve rocker, but doesn't actuate any valves. The figures show the circular section of the cam lobes touching the valve rockers, and the eliptical section pointing away. Thus the valves are closed in this stage.
During low RPM operations, the two outer cam lobes directly actuates the two valve rockers. These low PRM lobes are optimized for smooth operation and low fuel consumption. The high RPM lobe actuates the follower. But since the follower isn't connected to anything, it doesn't cause anything to happen. This procss is illustrated by the figure to the right.
At high RPMs, oil pressure pushes a metal pin through the valve rockers and the follower, effectively binding the three pieces into one. And since the high RPM lobe pushes out further than the low RPM lobes, the two valve rockers now follow the the profile of the high RPM lobe. The high RPM lobe's profile is designed to open the valves open wider, and for a longer duration of time, thus allowing more fuel/air mixture to enter the cylinder. The improved breathing allows the engine to sustain its torque output as RPM rises, thus resulting in higher power output
That is basically how VTEC works. The picture to the right is a picture of an actual DOHC VTEC engine. Note that there are two cam shafts, one for the intake valves and one for the exhaust valves. For each pair of valves, notice that there are three cam lobes: two cam lobes on the outside, and one cam lobe in the middle.
As I've said before. The VTEC mechanism is nothing spectacular. DOHC VTEC is the most ambitious of all VTEC varieties in terms of specific output (except for the up coming VTEC-i). Yet as you can see, the implementation is elegantly simple. VTEC is Honda's solution to the design goal of improving engine breathing at high RPMs while retaining smooth and economical operation at low RPMs. DOHC VTEC technology is currently used in the 160HP Civic Si, 170HP Integra GS-R, 195HP Integra Type-R, 200HP Prelude base/Type-SH, 240HP S2000 and the venerable 290HP Acura NSX. And these are just the US-spec cars. Saying that VTEC is a successful design is an understatement.
</TD></TR></TABLE>
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From: rebuilding in, wv, United States
Re: Can i make my non-vtec a V-tec? (JH4DC4-2GSR)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Lee's Biases VTEC Page-VTEC Misconceptions »</TD></TR><TR><TD CLASS="quote">Honda's use of the VTEC technology has lead to some pretty impressive achivements. This results in three camps of people: those that think VTEC is nothing but hype, those that know what VTEC is in terms of its benefits and limitations, and finally, those that think VTEC is the best thing to happen to automobiles since round wheels. Inevitably, misconceptions about VTEC are formed and thrown around. Much of the arguments on such forums as rec.autos.makers.honda is caused by such misconceptions. Here are some rather common ones:
DOHC VTEC engines have low crank torque compared to non VTEC engines of similar power output, and crank torque alone is an important indication of how well an engine will accelerate a car. Therefore the VTEC engine's power rating is not "real".
An engine's crank torque is directly related to how much fuel/air is combusted per engine cycle. For normally aspirated engines, this means that increasing the displacement size will usually result in increased crank torque. For forced induction engines, the effective displacement is larger than the numerical displacement since the air is pre-compressed before it is forced into the engine. Unlike increased displacement or forced induction, the VTEC system optimizes engine breathing at high RPMs to increase power. Therefore, a VTEC engine's displacement is the smallest of the three methods of increasing power output. And since crank torque is limited by displacement, a VTEC engine's crank torque output is smaller compared to non-VTEC engines of similar power output level.
But this doesn't mean that a VTEC engine's HP is somehow worth less. In fact, Honda automobiles equipped with VTEC engines have performance numbers that agrees with the tried and true power-to-weight-ratio method of estimating acceleration performance. People hold this misconception because they have a fundamental lack of understanding of the relationship between crank torque, horse power, and acceleration. Crank torque by itself is meaningless in determining the engine's ability to accelerate the car. This is because the crank torque is multiplied by the gearing and final drive ratio before it is converted to forward thrust. And physics dictates that an engine putting out 160HP absolutely will provide more forward thrust than a 150HP engine, regardless of what crank torque the two engines have, assuming similar transmission efficiency and optimal gearing for both cars. This is plain high school physics. Unless someone can prove that the laws of thermodynamics and Newtonian physics are false, there is no way around this fact.
There is some significance to the shape of the crank torque curve, however. When drag racing a car, it is desired to have a bit of initial wheel spin, and then have the tire hook up with the ground. A torque curve with a peak early in the RPM range and then tapers off as RPMs rise is well suited to this purpose. This is why big displacement American muscle cars are so good at drag racing. VTEC engines, on the other hand, have very smooth gradually rising torque curves. The initial wheel spin, therefore, is harder to achive. And after the initial wheel spin gets going, the level torque curve means that very precise clutch and gas pedal control is needed to allow the drive wheels to regain traction while maintaining maximum acceleration. This is why VTEC engines are more difficult to launch off the line than large displacement muscle car engines.
VTEC only works in high RPMs, therefore a VTEC car is just like a non-VTEC car at low RPMs. And since most people drive at low RPMs most of the time, VTEC is a waste of money.
</TD></TR></TABLE>
DOHC VTEC engines have low crank torque compared to non VTEC engines of similar power output, and crank torque alone is an important indication of how well an engine will accelerate a car. Therefore the VTEC engine's power rating is not "real".
An engine's crank torque is directly related to how much fuel/air is combusted per engine cycle. For normally aspirated engines, this means that increasing the displacement size will usually result in increased crank torque. For forced induction engines, the effective displacement is larger than the numerical displacement since the air is pre-compressed before it is forced into the engine. Unlike increased displacement or forced induction, the VTEC system optimizes engine breathing at high RPMs to increase power. Therefore, a VTEC engine's displacement is the smallest of the three methods of increasing power output. And since crank torque is limited by displacement, a VTEC engine's crank torque output is smaller compared to non-VTEC engines of similar power output level.
But this doesn't mean that a VTEC engine's HP is somehow worth less. In fact, Honda automobiles equipped with VTEC engines have performance numbers that agrees with the tried and true power-to-weight-ratio method of estimating acceleration performance. People hold this misconception because they have a fundamental lack of understanding of the relationship between crank torque, horse power, and acceleration. Crank torque by itself is meaningless in determining the engine's ability to accelerate the car. This is because the crank torque is multiplied by the gearing and final drive ratio before it is converted to forward thrust. And physics dictates that an engine putting out 160HP absolutely will provide more forward thrust than a 150HP engine, regardless of what crank torque the two engines have, assuming similar transmission efficiency and optimal gearing for both cars. This is plain high school physics. Unless someone can prove that the laws of thermodynamics and Newtonian physics are false, there is no way around this fact.
There is some significance to the shape of the crank torque curve, however. When drag racing a car, it is desired to have a bit of initial wheel spin, and then have the tire hook up with the ground. A torque curve with a peak early in the RPM range and then tapers off as RPMs rise is well suited to this purpose. This is why big displacement American muscle cars are so good at drag racing. VTEC engines, on the other hand, have very smooth gradually rising torque curves. The initial wheel spin, therefore, is harder to achive. And after the initial wheel spin gets going, the level torque curve means that very precise clutch and gas pedal control is needed to allow the drive wheels to regain traction while maintaining maximum acceleration. This is why VTEC engines are more difficult to launch off the line than large displacement muscle car engines.
VTEC only works in high RPMs, therefore a VTEC car is just like a non-VTEC car at low RPMs. And since most people drive at low RPMs most of the time, VTEC is a waste of money.
</TD></TR></TABLE>
Member
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From: P Town Yo, ca
Re: Can i make my non-vtec a V-tec? (JH4DC4-2GSR)
Rice boy....you really need to lean what the search button is. Every question you have asked could of been answered by a simple search. Please lean how to use this feature
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From: jacksonville, fl
Re: Can i make my non-vtec a V-tec? (EV1L SI)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EV1L SI »</TD></TR><TR><TD CLASS="quote">I dont get why people refer to it as "a vtec". VTEC is not something you go buy at Wal-Mart and install. It's a feature that is exclusive to Honda motors.</TD></TR></TABLE>
the name vtec is, but the function isnt
the name vtec is, but the function isnt
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From: houston, tx, usa
Re: Can i make my non-vtec a V-tec? (ricerboy757)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EV1L SI »</TD></TR><TR><TD CLASS="quote">I dont get why people refer to it as "a vtec". VTEC is not something you go buy at Wal-Mart and install. It's a feature that is exclusive to Honda motors.</TD></TR></TABLE><TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Sh!ttyLS »</TD></TR><TR><TD CLASS="quote">
I don't get it either. Its like "Yeah man, I went down to pep boys and got me a VTEC", it's just stupid. </TD></TR></TABLE>
you guys are ********. he is new. you guys at one time didnt know what "a vtec" was either... heh.. just help him out or dont post.
I don't get it either. Its like "Yeah man, I went down to pep boys and got me a VTEC", it's just stupid. </TD></TR></TABLE>
you guys are ********. he is new. you guys at one time didnt know what "a vtec" was either... heh.. just help him out or dont post.
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From: Frederciksburg, VA, USA
Re: Can i make my non-vtec a V-tec? (ricerboy757)
boost it and you will be happy. check out the fi forums for all you turbo questions, there is a lot of useful info if you search for it