what would be some suggestions for vtec function?

this engine was just broken in yesterday, last night to be exact, and it is mean.

the build-pm3 .50 over pistons coming out of the cylinder by 1mm, crank shaft micro-polished w/ stock rods, std main/rod bearings, cyinders bored/plateau honed runnin 0.0005 piston-to-cylinder wall clearance. the head is runnin the meanest JG cam, with JG springs, Ti retainers. the IM has been ovaled for better flow, then port-matched to the head. JG TB that has been port matched to the IM. the engine overall is runnin 225psi across the head, each cylinder absolutely perfect.

options for vtec switch; custom fabbing switch operatine off of oil pressure or rpm's, fields vtec controller, swapping over to obd1 harness/ecu, or programming the pm6 ecu.

i suspect when i get vtec working this car will be runnin low 12's.

give me your suggestions, thoughts, and opinions!
thanks.

 

swap over to obd1.

 

to hell with obd1 just go with apex or fields...

 

I too say go obd1 from experience with a PM6. PM6 =

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RABHonda &raquo;</TD></TR><TR><TD CLASS="quote">what would be some suggestions for vtec function?

this engine was just broken in yesterday, last night to be exact, and it is mean.

the build-pm3 .50 over pistons coming out of the cylinder by 1mm, crank shaft micro-polished w/ stock rods, std main/rod bearings, cyinders bored/plateau honed runnin<U> 0.0005 piston-to-cylinder wall clearance. </U>the head is runnin the meanest JG cam, with JG springs, Ti retainers. the IM has been ovaled for better flow, then port-matched to the head. JG TB that has been port matched to the IM. the engine overall is runnin 225psi across the head, each cylinder absolutely perfect.

options for vtec switch; custom fabbing switch operatine off of oil pressure or rpm's, fields vtec controller, swapping over to obd1 harness/ecu, or programming the pm6 ecu.

i suspect when i get vtec working this car will be runnin low 12's.

give me your suggestions, thoughts, and opinions!
thanks.</TD></TR></TABLE>

This seems a little to good to be true ... unless your running some type of tool steel for the pistons, that .0005 clearance is gonna be .0000 when the motor gets to temp.. .0000 equals BOOM!

 

i got an ecu reprogrammed to run it from zdyne

http://www.zdyne.com/

 

actually, no static. its been a few days now, and after sorting out a lean a/f mixture (fabbed my own adjustable FPR), its still runnin strong and keeping pressure cross the head. problem im having now...i have a leaky valve stem seal to deal with.

like i said in a previous post; you can run a close piston-to-cylinder wall clearance in aluminum engines because of their excellent cooling ability.

 

Turbo edit. I believe that they are REALLY close if not already there w/ a 1-wire vtec function similar to ZDyne. I think you have to use a ps9 (90-91 ex) ecu.

 

You could just get a rpm switch from summit racing for like $45 or so..

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by crx_88_si &raquo;</TD></TR><TR><TD CLASS="quote">Turbo edit. I believe that they are REALLY close if not already there w/ a 1-wire vtec function similar to ZDyne. I think you have to use a ps9 (90-91 ex) ecu.</TD></TR></TABLE>
i am with him

just get a VAFC, they go on ebay for under 200

get the PM6 chipped with Turbo edit (same **** as uberdata, hondata, ghetto dyne and all that)

and be happy ... no need for OBD1

 

TurboEdit

 

im gonna chip the pm6 to see how that goes. all i need is a q42 resistor for vtec, and re-chip the ecu for better fuel/timing curves. im just waiting on my burner to come from germany.