Hey guy, I did a search before I posted this and I got a few of my questions answered but I did not get what I was really looking for. Can you help me out? I was planning on buy a VAFC and I have a '00 integra gsr with just minor bolt on. I was going to change so that the vtec engages in earlier than normal? My question is, For vtec kicking in earlier is it bad for the motor? And if I do adjust it what should be the minimum I change the crossover to? I appreciate any coment or help and appologize if I missed this post in my search. Thanks H-T

 

Why do you want to do this? What do you think you're going to accomplish? Do you have a reason other than you think you'll get more power?

 

This has been asked some...

I'm not so sure myself, but you can actually lose power with trying to make VTEC engage at an earlier RPM...

 

I didn't really want more power for say, I just wanted more acceleration for highway purposes.. Accelerating onto the freeway ect.. I use my teg for work alot so I go downtown and stuff, its kinda takes a while to accelerate to what I need. Basically I wanted a quick way to solve my problem. Thanks

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DC2_117 &raquo;</TD></TR><TR><TD CLASS="quote">I didn't really want more power for say, I just wanted more acceleration for highway purposes.. Accelerating onto the freeway ect.. I use my teg for work alot so I go downtown and stuff, its kinda takes a while to accelerate to what I need. Basically I wanted a quick way to solve my problem. Thanks</TD></TR></TABLE>

Nitrous or sell your teg and buy something w/a V8.

Earlier Vtec engagement will do nothing.. If anything, the added fuel/timing will hurt you. You may be able to drop it a couple hundred RPM and be fine.. But anything more will be detrimental.

And really, if you have problems getting on the freeway w/your GSR, you have something wrong. I do plenty of driving and I have no problem with mine.

 

yeah its called driving in downtown baltimore.. Thanks for the help though. I was only planning on taking it to 4800 or 5? But its cool

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DC2_117 &raquo;</TD></TR><TR><TD CLASS="quote">yeah its called driving in downtown baltimore.. Thanks for the help though. I was only planning on taking it to 4800 or 5? But its cool</TD></TR></TABLE>

You do realize that your DC2 has a VTEC engagement of 4400 RPM. You are most likely confusing the ~5600 RPM IAB operation with VTEC.

 

VTEC engagement point is optimized for use with the factory dual-runner intake manifold. If you were to swap to a single-runner manifold like the Skunk2, then you would need to move VTEC engagement higher to get the most out of it. But as it is now, you should leave it where it is.

But if you were REALLY set on changing it with a V-AFC, you would need to get it dyno tuned in order to find the optimum setting. And most likely it would be a touch higher than the factory setting of 4400 rpm, not lower.

 

if the lower the vtec is set the less effect you will get from it ... you will get less pull/pop.. if you set it high you will get lag in the rpms approaching and then it will pop hard but not give you any lasting power..(cause more problems with the lag if anything) so i have heard ... anyone correct me if i'm wrong

 

DONT LISTEN TO THESE GUYZ. THEY DUN KNOW UP FROM LEFT.

You should engage Vtak earlier, you get so much more POP, i swear man, my buddy did it and now his integra runs like 13s, just bolt ons too, its cuz of the vtak.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by goota &raquo;</TD></TR><TR><TD CLASS="quote">DONT LISTEN TO THESE GUYZ. THEY DUN KNOW UP FROM LEFT.

You should engage Vtak earlier, you get so much more POP, i swear man, my buddy did it and now his integra runs like 13s, just bolt ons too, its cuz of the vtak. </TD></TR></TABLE>

Sarcasm conveys poorly in written form. Stop.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by goota &raquo;</TD></TR><TR><TD CLASS="quote">DONT LISTEN TO THESE GUYZ. THEY DUN KNOW UP FROM LEFT.

You should engage Vtak earlier, you get so much more POP, i swear man, my buddy did it and now his integra runs like 13s, just bolt ons too, its cuz of the vtak. </TD></TR></TABLE>

what the hell was that.

 

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

You do realize that your DC2 has a VTEC engagement of 4400 RPM. You are most likely confusing the ~5600 RPM IAB operation with VTEC.</TD></TR></TABLE>


Well it has been proven that you learn something new everyday like I just have. Thanks for the help

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by goota &raquo;</TD></TR><TR><TD CLASS="quote">DONT LISTEN TO THESE GUYZ. THEY DUN KNOW UP FROM LEFT.

You should engage Vtak earlier, you get so much more POP, i swear man, my buddy did it and now his integra runs like 13s, just bolt ons too, its cuz of the vtak. </TD></TR></TABLE>

That just makes you look like an ***.

 

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

Sarcasm conveys poorly in written form. Stop.</TD></TR></TABLE>

Well said. Advancing the timing at earlier RPM's will gain you nothing, most likely it will rob you of power.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by PatrickGSR94 &raquo;</TD></TR><TR><TD CLASS="quote">VTEC engagement point is optimized for use with the factory dual-runner intake manifold. If you were to swap to a single-runner manifold like the Skunk2, then you would need to move VTEC engagement higher to get the most out of it. But as it is now, you should leave it where it is.

But if you were REALLY set on changing it with a V-AFC, you would need to get it dyno tuned in order to find the optimum setting. And most likely it would be a touch higher than the factory setting of 4400 rpm, not lower.</TD></TR></TABLE>

Patrick knows all.

 

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

Patrick knows all.</TD></TR></TABLE>

What Patrick said could be learned from searching HT for 5 minutes...

 

get the skunk2 manifold set the vtec at 5700 rpms and set off at 5600, been there done that with a c5, you will definitely feel pop and power, i have it set like that on my b16 same results just obviously the pull isnt the same as the R motor. lowering the vtec engagement does not help you, you wont even notice much except when its near stock settings you will accelerate more but u dont really hear the cross over point.Being i have had this experience with 2 diff motors and played with the settings with my boy that beens doing this for 10 years, you guys can say what you want but this is just personal experience from me, oh and get better spark plugs, Denso Iridium plugs also helped both on the 16a and c5.

 

why do so many people seem to want "mad hard vtak poppin' y0"??

Doesn't anyone here realize that VTEC crossover is supposed to be as seamless as possible? If you look at a dyno chart, there is typically a dip in power right before VTEC engages. A good tuner will make adjustments to remove that dip as much as possible, and make the power curve as smooth as possible (which also results in a smooth transition to the VTEC cam lobes).

 

Or you could get NGK plugs like you're supposed to.

 

Because they don't know any better. When your dealing with a bunch of teenagers who read Honda Tuning and surf the interweb, picking up endless amounts of misinformation and reading abotu what other clueless people are doing.. They think they know it all.

Truth be known, most have never even seen the inside of an engine, never mind understanding how it works.

 

i never said i knew everything, i was just giving personal experience, i mean shiii if my homeboy been doin this for 10 years and didnt know what he was doin i dont think he would be beating turbo cars with a n/a set up and corvettes, and my heavy *** teggy wouldnt have been pullin on a turbo and eg hatches.call me dumb and say whatever cuz im done, ive posted my opinion and personal experience.have a nice day internet bashing.

 

What YOU are talking about is 100% different than what the OP is talking about.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DC2_117 &raquo;</TD></TR><TR><TD CLASS="quote">I didn't really want more power for say, I just wanted more acceleration for highway purposes.. Accelerating onto the freeway ect.. I use my teg for work alot so I go downtown and stuff, its kinda takes a while to accelerate to what I need. Basically I wanted a quick way to solve my problem. Thanks</TD></TR></TABLE>

Don't get defensive because YOU mis-understood his question.


He's wanting to LOWER Vtec, which occurs at 4400 RPM.. not RAISE Vtec to 5600 RPM and swap manifolds. Thats not what the OP wanted to do.


Reading pwns you

What you said is very true and I'm not arguing with you. When you swap manifolds, you raise the Vtec engagement. But again, thats not what the OP is talking about.

 

ok ok my bad, yeah sometimes reading does pwn me but i guess thats what happens when you have mexican in your blood and hang out with cambodians and havin an ex khmer girl, so sorry if it turned out like i was arguing. ok peoples im off to do my brakes, sqweeky (lol spellin pwns me too ha) is not fun while braking, only in the bed.

 

I just get tired of seeing people referring to VTEC engagement as "popping" and asking how to make it "pop harder" or "kick in harder" or "how to make VTEC louder" and all that stupid BS. That's not what you will get if you have a correctly and expertly-tuned engine.