.....then it is adjusting all the time from what you described.

 

On the old VTEC, a civic would hit it around 5500 rpm, and it was way too late. It pulls hard around 6200 rpm.

 

NO, it isn't. It adjusts ONCE. The point I was making is that from idle-3500rpm, the intake valves do not open the same amount. One opens a little bit (the same amount) from idle-3500rpm. The other valve opens medium amount (the same amount all the way) from idle-3500rpm. From idle-3500rpm, the intake valves never change lift or duration, however they are, between themselves, different. After 3500rpm, BOTH valves are operated on ONE cam lobe, the agressive one. So now BOTH valves open the same amount and for the same time. There is ONE adjustment, that adjustment happens at 3500rpm.

 

i-vtec is not over rated...im not here to flame on the RA or get flamed. but there is a serious differance between mivec and i-vtec.

if anyone in south florida, and is near me, want to fell and hear the differance come take a ride with me

 

I think BMW's VANOS system is that way. They have it on the M3.

 

Sorry bud, my sister's RSX has i-VTEC and it doesn't feel different and it doesn't sound different (well you can't HEAR it switch).

 

You do realize that people who build hardcore Hondas REMOVE the VTEC so that they are on high profile all the time, they reduce the complexity and weight from the valvetrain so they can rev even higher, right? Why brag about something that all it does is retain the economy/boring/tame commuter car side of your vehicle? You wait for the revs to climb, just so your engine can finlly become a performance vehicle? If performance is priority one, give me the lopey idle of a 4G63 on 272's and a big turbo waiting to spool when its game time. Bump V-TEC.

 

Then i guessing you sister has a automatic base rsx? because the type-s has the real proformance ivtec. the base engine k20a3 only has ivtec on the exhaust manifold, and is not make for proformance. the type-s and type-r has the more aggressice cam profiles engage on both the intake and exhaust manifold. im my car the vtec engages at aroung 6000K rpm while on the base rsx it engauges at 3500K rpm and is not made to go fast!

 

also i have a CAI installed. so the sound is also alot louder. on a base rsx with intake there is also no differance in sound.

 

most of the people your think of are running 1000HP b series engines. the K-series engine you can lower the ivtec point to 4000 RPM and rais the red line to 8600 RPM and still run fine. Even with a turbo up wto 28psi at about 600hp you can still use the vtec, but you will just lower the engaugement or raise it...

 

1000hp B-series, eh? No, I think I've heard of it being done on lot less extreme vehicles. The fact that A'pexi makes V-tec controllers that will work on even the lowliest of SOHC Accords just goes to show where the compromise is still being made. You either eliminate it, or you tune around it. So in the 600hp 28psi scenario you portray, I understand what you are saying, I'm just looking at it from a less optimistic standpoint.

I thought the default cam affected by (i)Vtec was intake, but that the Type S added exhaust?

So the base RSX (and Civic Si) are not made to go fast because of they're stock engagement points, huh? Its all relative. I suppose if they brought the Type R over and those owners said that about your car you wouldnt agree.

 

1000HP nitros fed

and yeah the type-s hav vtec on intake and exhaust, while the base only has the intake.

the Base RSX uses the ivtec to meet the LEV II regulations. but because of their stock engauge ment point. the base k20a3 is not made to proform, the head is dose not have the higher proformance cam profiles that the type-s' k20a2 dose.

the type-r is basically a type-s. major differances are the ECU, trans( FD and LSD), cams and vtec engaugement and fuel cutoff points.

 

just think of it this way:

K20A = Honda Integra Type-R(highest proformance)
K20A2 = Acura RSX Type-S(and i think the JDM and EURO Civic Type-R)
K20A3 = Honda Civic Si and Acura RSX base(lowest proforming)

any one one the RSX forum that says i want to beat the type-s in a race and i have a base, the only answer is do a swap/get a turbo/get a differant car/your stupid.

the base with a Cybernation turbo can only get 230 running 8psi, while the type-s can get 280-300 at 8 psi....thats stage 1. you can check out cybernationmotorsports.com

 

I get it.

But I still see it that they are all stages/forms upgrades of the same car/engine/drivetrain. You say Type S is basically type R. Base is basically Type S to me. I mean, look at the names of the engines: K20"x" So there is a bigger gap between one then the other, but its basically involves compromises because of mileage and emissions. Someone wanting to build the ultimate RSX, whether it be a nitro dragster, a time attack car, or a bonneville salt flats car will probably start with a Type R and will probably remove the iVTEC. A no compromise engine will not need a "soft" side.

 

well with a huge turbo setup. you usually return the ECU to stock, so that 5800rpm ivtec engaugement, and raise the redline 9krpm or higher. then you lower the compression to about 8.5:1 or 9:1. but is your going huge direct port nitros setup for drag, usually its no vtec, because you permanently on a high cam, that why they remove vtec, get it?