Today, I sent back my manfunctioning RPM switch for replacement and then I wired up my VI (toggled the MAP/baro switch) via a toggle switch located in the drink holder.

This is really a great experiment because I can develop a sense of what feels like the best activation RPM. With this setup, I turn the VI at ~5000-5200rpms in 2nd and then I leave the switch on because the rpms from the 2-3 shift land at about 4700-4800rpms. I'm not activating the switch in 1st because on the 1-2 shift, the RPMs land at ~4300-4000rpms which is too low to have the butterflies open. The good news is that I realized I never felt the VI in 3rd gear since my RPM switch was malfunctioning. Running the VI in 3rd is pretty freaking sweet I've experimented with all kinds of RPMs at WOT and 5000-5200 definately feels the best, IMO.


With this setup, I'll be able to dyno, as planned, this Saturday with BSwithTF (Travis). I'll flip the switch at 5000.


Dave

 

Glad to hear you got it wired up. What exactly are your mods? I mean, are you running a JWT or Gforce or stock ECU - I wonder if the different ECU's would benefit from different rpm activation settings. Do you feel a lag by not having the VI operate in 1st gear? Sorry for all the questions.
Steve

 

Mods are y-pipe, B-pipe, HKS hybrid, UDP, and VI. I'll be getting a JWT ECU around Christmas time. I think the best switchover will be 5000-5200rpms regardless if you have a aftermarket ECU or not. I don't feel a lag not running the VI in 1st, but I do feel a slight lag when I enter 3rd because my VI is open during and after the shift. When I hit 3rd I'm at ~4700rpms which is a little low for VI activation. Unfortunately I have no choice right now, but to leave it open from 5000rpms in 2nd gear on up. It still feels damn strong. When I did my testing today, it was 80 degrees and 80% humidity (rained for two days). I have feeling much of that lag won't be felt this weekend when it's in the 60s and dry.

Now if I was an automatic, I would have time to activate and deactivate the VI during all gears since the autos don't wind out as quickly as the 5 speeds and you don't have to shift the gears has much.

Thanks again for the wiring help. I just have to remember to flip the switch back when I'm done.


Dave

 

Man that VI must feel good! I can't wait until mine comes in. Didn't you say a little while back that you were working on a writeup for the VI install? If it was you, how is that going? I ask this, because I want to install the VI myself. I'm thinking I would have more confidence if another writeup was available. Maybe with even more simplified instructions than what is already available.

 

Dave, are you just switching it on at 5000 in 2nd,then leaving it on the whole time? if so, where does your shift land going into 4th? and 5th? Also, can you post what you did exactly(diagram)? thank you
Matt

 

Awesome! With the VI off, does the new hardware restrict the air flow at all (compared to stock)? If not, this will give you a very good indication of before/after as you can do the dynos (VI/no VI) back to back. Good job Dave.

 

With all this about the RPM switch stuff, what other options do you have? Is MSD your only option? Anyone thought about the V-AFC, you could use the VTEC switch for the Manifold and you could even lean out the air/fuel curves to boot. Or will this would this not work with our ecu?

 

I think it was brought up a few weeks ago but no one ever really looked into it.

I guess it depends on the how the V-AFC sends the signal to activate the cams on the V-TEC engine. It might be worthwhile to call a dealer to see what the possibilities are with the product.

I meant to look into it a few weeks ago, but I got lazy.

Dave