V-TEC manual control system
- January 25th, 2010
This seems to be a much sought after attribute by many.
Flexibility to the standard 2-to-4 valve operational point (approx 6700rpm depending on year of manufacture) is much needed, especially for competitive or sporting applications. (or just to get that 4-valve exhaust note)
I haven’t written much here yet.
However, I am working on a small kit to intercept and provide full control, including manual override for 4-valve operation on demand, of the V-TEC system.
Will post more here as things develop.
Hi. not sure if you know but there is no difference in the power curve between a non vtec engine and vtec engine, so ie there wont be any gain in power by running 4v p/cyl from 0-13,000 Rpm. the only advantage maybe? will be easier maintenance, but thats some thing i haven’t looked into yet. if you email me i can supply you a dyno sheet of my comments.
@Angus
Hi Angus and thanks for your thoughts.
My reason for doing this is about flexibility as mentioned. Having control over where the VTEC system changes valve operation to help in cornering perhaps, maybe nicer noises, an engine that feels how I want it to and something else to modify and alter to hopefully find a better situation.
I’m particularly keen to lower the VTEC operation point by maybe 1000 rpm so I get 4 valve operation a little earlier in places and also alter the engine compression braking feel. What I’m working on is a tunable solution from the dash of the bike so the RPM change point can be altered across an rpm range while riding, including a trigger button for 4 valve operation on demand. There have been numerous occasions where I have wanted that. So it’s about taking what is a good system (although many don’t like it apparently) and making it how I would have liked it to have been made.
There are small differences between all VFR engine power curves but that is not really my interest in it. Already have an engine that is different from standard VTEC and the differences will only increase through time, especially when the internal changes start and that is when I’ll be chasing more Kw but that for later…
You have dyno graphs of the different models I guess yes? Have also seen a number of them from the internet and have an offer (ages ago) from a tuner here to drop it in to dial in the power commander but I’ll wait until I build the full exhaust system before then.
Cheers,
Dave.
Gday,
I have an 08/09 vfr and i too have also wondered if it is possible to override the vtec. I am thinking about running a power commander 5 with the duel maps, 1 running 4 valves from 0 and the other set up as it is now for touring, but as yet i am unable to find anyone who can tell me if this is possible and if so how? I was wondering if you have managed to make any developments with your kit?
cheers
Nathan
Hi Nathan and sorry for the VERY late reply. Been away from site and the web viruses had just about completely taken over.
Over riding the vtec is something I have yet to prove but I do believe it to be possible and easy.
I’ve built a small kit to choose a custom rpm point for the vtec to transition in (not yet tested) and I will be adding a resistive load to show to the wiring loom to trick the ecu into thinking the relay to switch the vtec hydraulics is still in circuit.
I haven’t got that far yet due to life taking time out but will get back into it again before year end.
Keep in mind with the power commander that it does not control vtec in any way. It is between the ecu and the fuel injection. All it does is lengthen/modify the dwell times for the injectors staying open and thus modify how much fuel is transferred. At least that is how it is with the power commander I’m using.
Cheers.
Dave.