I <3 this thread.

 

He's right, you shouldn't feel VTEC engage. You might feel it a little, but the transition should be smooth. If you can feel it, that means that the low lift (non-VTEC) cam lobes have dropped off in power, and when VTEC is engaging you can feel the power pick back up. That means you're on a less-than-ideal power curve (losing power) for a while before VTEC engages. The higher than necessary engagement from the factory is so VTEC doesn't engage all the time during normal driving. That extra power comes at the expense of fuel economy and NVH, after all.
Anyway, during tuning, a dyno run should be done with vtec disabled, and a run with VTEC only. Overlay the two power curves on top of each other, and VTEC should be set for the best point of intersection.

You'll still be able to hear it though, extra air being drawn in is usually noticeable.

 

yES. We are past this part. Its the arguement on the bore, air, and knowledge thats taking place now?

 

No you dont, you just think you do.

 

why do people always act like vtec is like nos LOL

 

B18c5 is the USDM type R. You mean B18c1 vs B18c

 

well, 12 divided by 4 is 3 so ya dont know too much about cars now do tya you idiot

no i do u think u no compression and stuff but i have built lot of motors that ran for atleast alot of miles

ooo.. and who said the motor had to be jdm, god

 

Kyle, are you drunk...?

 

what r u talking about

im working on my car 2 get some more expereince my car has a usdm motor and its ust as fast as a jdm

 

you have got to have the worst spelling , which voids out your opinons. 10brake Hp doesnt mean anything lol.. the only advantage would be the LSD