Vtec at 6 grand...
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Joined: Aug 2007
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From: Bethlehem, PA, United States
--- I am using a CTR ECU. My car also is engaging around 6k to 6.3krpms. IDK why but it's quite annoying. I cleaned my vtec solenoid, it's fresh oil up to proper level. I'm not quite sure what else would be making it do this.
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From: Greenville, NC, USA
My Stock gsr kicked in at 6k, you may need to chip the ECU and reprogram it to whatever you want. (I converted to OBDI and using crome I have mine set to `5k with IAB's set at the stock 4.5k sounds NICE) That should fix your prob. if not then you def have a prob, but if vtec works now then there shouldn't be a prob...(Confusing?!?!? maybe :D)
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From: Everywhere
The ECU controls the vtec point, Cleaning and changing oil wont affect it.
So you can eather get a vtec controler.(Not the best option because it doesnt change the fuel maps)
Or get another ecu/or get it reporgramed.
You should defently get it set on a dyno so you know the best place to put it.
So you can eather get a vtec controler.(Not the best option because it doesnt change the fuel maps)
Or get another ecu/or get it reporgramed.
You should defently get it set on a dyno so you know the best place to put it.
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From: Modesto, Ca, USA
in reality,the ecu's that you use DO effect where and how your vtec will engage depending on the program. a itr p73 has vtec engagement i believe at 5600 or 6000.. cant remember right now, but comparing it to a P2T from a 99-00 SI or P72 from a gsr that both engage at 5500 it honestly depends on what program is being run in the ecu..
Daisy... Daisy...
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in reality,the ecu's that you use DO effect where and how your vtec will engage depending on the program. a itr p73 has vtec engagement i believe at 5600 or 6000.. cant remember right now, but comparing it to a P2T from a 99-00 SI or P72 from a gsr that both engage at 5500 it honestly depends on what program is being run in the ecu..
Do not post untrue information. A stock P72 has a VTEC point of 4400 RPM and an IAB of ~5750 RPM. OP, are you hearing the IAB on a B18C1 and mistaking it for VTEC? A stock B18C1 has a very quiet VTEC engagement.
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From: NY,
im using an ITR computer and mine hits at 6k or 6.3k also and i didnt everything you did too as far as cleaning, fresh oil and everything
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From: BFE, Nepal, Japan
Ok, so my motor is fully built with low compression pistons.. 9:1. Not turbo yet.
My ecu has a chip with the stock GSR honda factory map on it. My o2 sensor just busted. So I have a CEL. And I can very clearly hear vtec kick at 6000. Not sure if my low compression would affect the map in any way... And also what is IAB???
Did you mean IDB? Ha, just kidding...
My ecu has a chip with the stock GSR honda factory map on it. My o2 sensor just busted. So I have a CEL. And I can very clearly hear vtec kick at 6000. Not sure if my low compression would affect the map in any way... And also what is IAB???
Did you mean IDB? Ha, just kidding...
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From: Losin traction in, PA
Quote from T-I.net article:
"Coupled with VTEC, you can see the GS-R engine has three stages of operation.
Stage 1 (0-4400 RPM): Low-lift cam lobe and long intake runners.
Stage 2 (4400-5800 RPM): High-lift cam lobe and long intake runners.
Stage 3 (5800+ RPM): High-lift cam lobe and short intake runners.
This three stage system is how the GS-R is able to keep a flat torque curve. Changing to a single-stage intake manifold such as the Skunk2 would amplify the cam lobe change and you would see a double hump torque curve similar to the Type R.
Most people confuse the opening of the short intake runners as VTEC engagement because of the dramatic change in sound. It is hard to hear VTEC at 4400 RPM using the dual-stage intake manifold because the long runners restrict flow volume to the engine in order to maintain flow velocity. So for anyone that says VTEC on their GS-R is engaging at 5800 RPM tell them their ears are not engine tuning devices."
Edit: So apparently your ears are not engine tuning devices.
"Coupled with VTEC, you can see the GS-R engine has three stages of operation.
Stage 1 (0-4400 RPM): Low-lift cam lobe and long intake runners.
Stage 2 (4400-5800 RPM): High-lift cam lobe and long intake runners.
Stage 3 (5800+ RPM): High-lift cam lobe and short intake runners.
This three stage system is how the GS-R is able to keep a flat torque curve. Changing to a single-stage intake manifold such as the Skunk2 would amplify the cam lobe change and you would see a double hump torque curve similar to the Type R.
Most people confuse the opening of the short intake runners as VTEC engagement because of the dramatic change in sound. It is hard to hear VTEC at 4400 RPM using the dual-stage intake manifold because the long runners restrict flow volume to the engine in order to maintain flow velocity. So for anyone that says VTEC on their GS-R is engaging at 5800 RPM tell them their ears are not engine tuning devices."
Edit: So apparently your ears are not engine tuning devices.
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From: Greenville, NC, USA
Well I had a stock p72 OBD2a ecu in my 97 and the first stage is low cam and short runners to give a good tq response down low, then at ~4500 the second stage kicks in which is low cam with IAB's open (longer runner for more top end power), and third stage is vtec engaging at `6k with the IAB's still open. I hope im not giving false info on this but this is my understanding of the GSR mani. Im not trying to contradict anyone so please don't bash, JUST CORRECT ME IF I AM WRONG! This is how it was when I had my stock comp in. I am now running a P06 chipped and converted for vtec and IAB. However I set my Vtec point at 4800ish in crome and my IAB's around 4500ish. (I have to wire in a relay still to get the IAB's the correct signal aka OBD2 is Pos and OBD1 is Neg. But right now my IAB's arent activating.
Last edited by Jayman_Gsr; Nov 19, 2008 at 06:38 AM.
I'm a Jackass
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No, stock is 4400. GSR intake manifolds have an IAB in them that allow them to produce steady power down in the low rpms and up high. AWD Terror described it well read his post.
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Quote from T-I.net article:
"Coupled with VTEC, you can see the GS-R engine has three stages of operation.
Stage 1 (0-4400 RPM): Low-lift cam lobe and long intake runners.
Stage 2 (4400-5800 RPM): High-lift cam lobe and long intake runners.
Stage 3 (5800+ RPM): High-lift cam lobe and short intake runners.
This three stage system is how the GS-R is able to keep a flat torque curve. Changing to a single-stage intake manifold such as the Skunk2 would amplify the cam lobe change and you would see a double hump torque curve similar to the Type R.
Most people confuse the opening of the short intake runners as VTEC engagement because of the dramatic change in sound. It is hard to hear VTEC at 4400 RPM using the dual-stage intake manifold because the long runners restrict flow volume to the engine in order to maintain flow velocity. So for anyone that says VTEC on their GS-R is engaging at 5800 RPM tell them their ears are not engine tuning devices."
Edit: So apparently your ears are not engine tuning devices.
"Coupled with VTEC, you can see the GS-R engine has three stages of operation.
Stage 1 (0-4400 RPM): Low-lift cam lobe and long intake runners.
Stage 2 (4400-5800 RPM): High-lift cam lobe and long intake runners.
Stage 3 (5800+ RPM): High-lift cam lobe and short intake runners.
This three stage system is how the GS-R is able to keep a flat torque curve. Changing to a single-stage intake manifold such as the Skunk2 would amplify the cam lobe change and you would see a double hump torque curve similar to the Type R.
Most people confuse the opening of the short intake runners as VTEC engagement because of the dramatic change in sound. It is hard to hear VTEC at 4400 RPM using the dual-stage intake manifold because the long runners restrict flow volume to the engine in order to maintain flow velocity. So for anyone that says VTEC on their GS-R is engaging at 5800 RPM tell them their ears are not engine tuning devices."
Edit: So apparently your ears are not engine tuning devices.
it's amazing how many people here don't know how to read.
IAB = Intake Air Bypass = Secondaries = flapper doors = dual-stage intake manifold...all the same ****.
Half way down before we get a decent post....nice. That and I love how people talk about their GSR and then 3 pages later mention that it has a different ecu/chip/program/vafc/flip switch for the vtec solenoid that changes their vtec point. vtec = 4400
IAB = Intake Air Bypass = Secondaries = flapper doors = dual-stage intake manifold...all the same ****.
IAB = Intake Air Bypass = Secondaries = flapper doors = dual-stage intake manifold...all the same ****.
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