Soldato
Vertigo1 said:You weren't at the last RR when he arrived were you?
Nope, but I overtook him going back down the M5
Vertigo1 said:You weren't at the last RR when he arrived were you?
Vertigo1 said:You weren't at the last RR when he arrived were you?
Stonedofmoo said:If you can get a device that drops the VTEC to 4k... why don't they sell them like that?
Stonedofmoo said:If you can get a device that drops the VTEC to 4k... why don't they sell them like that?
merlin said:Cos Honda are stupid. Well that or economy, emmissions or some other boring crap.
Totally transforms the drive having it engage lower.
Mine comes in at 4250rpm and my limiter is 8900rpm.
Not wanting to cause a derailment but I'm intriguedVertigo1 said:You weren't at the last RR when he arrived were you?
LOL, close.lordrobs said:Not wanting to cause a derailment but I'm intrigued
Did he pull into the car park, 180 it with the handbrake and sit there doing a burn out shouting out the window "yo homies, sup?" ?
Vertigo1 said:LOL, close.
He came in as part of a convoy, moving at a fair old lick and then had to brake rather sharply. Bit of a close one as I recall
Paul Spiteri said:There's a nice article here about VTEC vs VVTi
http://www.billzilla.org/vvtvtec.htm
I think the relevent bit to this thread is:
The rpm at which this happens is worked out by running the engine on a dynamometer with the inlet cam in both the fully advanced and fully retarded positions. Since the two different cam timing's will make different power throughout the rev range, (advanced inlet give more top end power at the expense of low end power, and vice-versa) there is a point where the power will be identical for both cam settings, and this is where the VVT is programmed to operate. Because the power output is the same with the VVT in either position, you can't feel anything when it happens. You can, however, hear a change in engine note, just before there's a big increase in power!
The point at which the V-TEC system operates is a purely rpm derived point, as was the VVT system, and is done for exactly the same reasons. Because of this, you will not gain anything on a standard engine (either type) by using one of the aftermarket controllers that let you alter the rpm at which the systems operate. All you'll do is create an unpleasant dead spot in the torque curve.
Mr_Sukebe said:Did you drive it around any bends at all? Your roadtest infers that you only drove it in a straight line.
Maybe that explains why you'd prefer the Cupra.
Paul Spiteri said:There's a nice article here about VTEC vs VVTi
http://www.billzilla.org/vvtvtec.htm
I think the relevent bit to this thread is:
The rpm at which this happens is worked out by running the engine on a dynamometer with the inlet cam in both the fully advanced and fully retarded positions. Since the two different cam timing's will make different power throughout the rev range, (advanced inlet give more top end power at the expense of low end power, and vice-versa) there is a point where the power will be identical for both cam settings, and this is where the VVT is programmed to operate. Because the power output is the same with the VVT in either position, you can't feel anything when it happens. You can, however, hear a change in engine note, just before there's a big increase in power!
The point at which the V-TEC system operates is a purely rpm derived point, as was the VVT system, and is done for exactly the same reasons. Because of this, you will not gain anything on a standard engine (either type) by using one of the aftermarket controllers that let you alter the rpm at which the systems operate. All you'll do is create an unpleasant dead spot in the torque curve.