vafc2

[rmalov]

hi, iv heard from alot of people that a vafc2 can really fry or wreck your engine. is this true? does any1 know whats the pros and cons of a vafc2? how much do they approx sell for? and setting vtec to hit earlier does this boost your power if so by how much?

[Bludger]

what relevance doesa this have to integra?

All the information you have asked has been covered here before.

just search it here and over the net.

regarding changing vtec xover, please read up websites on how vtec works.

[Bludger]

you're the typical user that asks the same question thats been asked before.
you ask for rep points in your signature but you give little or hardly any input into the site.
posting in the wrong section.

if you actually read up about vtec and what vafc does, you wouldn't need to ask the questions that you're asking.

[TheSaint]

what he said ^^^

a vafc2 can wreck ur engine if someone that doesnt know what they are doing fiddles with it ... say ... urself for example ...

BUT if you get it tuned properly by a professional and than dynod ... than leave it on a guage mode ... it can be very good ... but as above ... u need to do the research yourself

[rmalov]

bludger, i googled it i couldnt find any info. i know how vtec works and i know what a vafc does... if uactually read the questions i asked about it and answered them if u could would of been easier than u writing both those posts up, i couldnt find on any search.

[Bludger]

if you know how vtec works then why on earth would you want to change the crossover point?

[TheSaint]

as above again ^^ lol

search the forums man ... theres heeps of info on it

[rmalov]

did u ever think that i might be thinking of turboing a b18???

[V73C]

mate save yourself the trouble and just get a proper ECU, whats the use of trying to get more power and only using something that can only tweak air fuel ratio ?

[GSi_PSi]

i woudlnt only use vafc2 if im going to turbo the car. you need a programmable ecu man...

[TheSaint]

vafc2 is good for tuning intake/header/exhaust on a N/A car ... but if you are looking at changing to aggressive cams, ITB's or a turbo than you really need to look at a full ECU system

you need to research the differences, what applications things like the vafc2/neo can do vs the wide range of things you can do with a proper ECU

[Bludger]

did u ever think that i might be thinking of turboing a b18???why would I be thinking that??? You made no mention of it.

if you wanted answers in relation to turbo'ing a b18, then you should have said so.

Still no point changing the crossover, even if the motor is turbocharged.

change of camshafts, then yes.


did you think I was a mind reader or all the people on this forum are???

[rmalov]

i thought that u need to change the cross over point so its synced with boost... pointless hitting boost at 3 half k then hittin tec at 6.2k

i didnt think it was possible to turbo a vtec without a vafc...hrrm i need to do more reasearch then

[rmalov]

i didnt think u were a mind reader.. u jst dont have to jump the gun and start dosing people without even knowing what the bloke was thinking.

[rmalov]

oh and btw i didnt want answers about turboing a b18 i neva said that i wanted answers about the vafc coz i dont know much about it... simple as that i thought this forumn was made to help people not to be judged by people like u

[Bludger]

oh and btw i didnt want answers about turboing a b18 i neva said that i wanted answers about the vafc coz i dont know much about it... simple as that i thought this forumn was made to help people not to be judged by people like uyour 1st mistake was posting in the Integra section.

I can't stand reading irrelevant threads.

I enter the integra section to read about Integra related thing. Not n00b questions like "will it fry my engine?"



i thought that u need to change the cross over point so its synced with boost... pointless hitting boost at 3 half k then hittin tec at 6.2k

i didnt think it was possible to turbo a vtec without a vafc...hrrm i need to do more reasearch thenplease tell me why YOU think it is pointless?

[TheSaint]

the information is there man ... u need to do some research

i think you are a little misinformed about how vtec engines work

you dont want vtec and turbo 'kiking in' all at once ... besides B18c has 2 points, one at 4xxxrpm and another at around 6000rpm, this is designed this way to smooth out the power curve and so that the engine is running at optimal rpm:power:fuel ratio, instead of normal engines that only have a single power band and optimal running bandwidth ... again im not expert and im sure other people can insight alot more better information than i can

all a vafc2 does is allow you to tune the fuel/air and adjust the vtec crossovers - which are tuned by honda engineers to a set point to perfectly co-inside with the rest of the engine - its only when you have things like ITB's or aggressive cams that drastically change the running power band of the car that u may need to slightly adjust it up or down - the H series engines have a different way of crossing over as well so they are adjusted differently and the same goes for K as well

http://en.wikipedia.org/wiki/VTEC

VTEC (Variable Valve Timing and Lift Electronic Control) is a valvetrain system developed by Honda to improve the volumetric efficiency of a four-stroke internal combustion engine. This system uses two camshaft profiles and electronically selects between the profiles. It was invented by Honda R&D engineer Ikuo Kajitani.[1] It can be said that VTEC, the original Honda variable valve control system, originated from REV (Revolution-modulated valve control) introduced on the CBR400 in 1983 known as HYPER VT EC.[2] VTEC was the first system of its kind, though other variable valve timing and lift control systems have been produced by other manufacturers (MIVEC from Mitsubishi, VVTL-i from Toyota, VarioCam Plus from Porsche, VVL from Nissan, etc).

DOHC VTEC

Honda's system is a simple method of endowing the engine with multiple camshaft profiles optimized for low and high RPM operations. Instead of one cam lobe actuating each valve, there are two: one optimized for low-RPM stability & fuel efficiency; the other designed to maximize high-RPM power output. Switching between the two cam lobes is controlled by the ECU which takes account of engine oil pressure, engine temperature, vehicle speed, engine speed and throttle position. Using these inputs, the ECU is programmed to switch from the low lift to the high lift cam lobes when the conditions mean that engine output will be improved. At the switch point a solenoid is actuated which allows oil pressure from a spool valve to operate a locking pin which binds the high RPM cam follower to the low rpm ones. From this point on, the poppet valve opens and closes according to the high-lift profile, which opens the valve further and for a longer time. The switch-over point is variable, between a minimum and maximum point, and is determined by engine load. The switch back from high to low rpm cams is set to occur at a lower engine speed than the up-switch to avoid a situation in which the engine is asked to operate continuously at or around the switch-over point.

[rmalov]

look bloke y u gota be a dum cant for ay.... i asked simple questions... that i needed an answer too and i get sum like u who finks hes a sik cant and knows everyting... ii dnt giv a fukk if im a n00b thats y im ere to learn.

i posted this question in the integra forum yes fair enuff it was a mistake but i always post eveything in the integra forum coz its always been about integras.. first time im asking about sumthing thats not big fkn deallllllll ayyy u get ur thrills from ozhonda ayy

[TheSaint]

http://www.nengun.com/apexi/v-afc-ii

What is V-AFC? In brief, it is an electronic device that allows the driver to alter the VTEC engaging point at various RPM point to suit his driving style & for different driving conditions like a time attack in a race track or street driving.

In addition, the V-AFC II allows the user to alter 12 points with within the RPM range, allows 50% changes in fuel supply manipulation, allows revison of RPM settings at every 100 RPMs, and the option of throttle opening compensation at wide open throttle.

Features
* All functions of the V-AFC II are packaged into a slim body panel.
* Incorporates a large high-tech bright VFD display monitor to display various functions simultaneously.
* The control switch adopted for this killer product is a center push & turn button.
* Each low cam & high cam manipulation offers 12 setting to provide a total of 24 settings for tuning as compared to the previous model which only offers 8 settings on each cam. This offers the driver a more fine adjustment possibilities.
* Applicable to various vehicles, from wagons to sports cars that has a VTEC engine.
* It displays real time data on i-VTEC variable valve timing mechanism's cam phase angle.
* A revised function of the VTEC load response by providing a faster processing speed.
* Prevents the user from making a mistake of programming an operation of 100 RPM setting by incorporating a password system function.
* The lead LED illumination whre it indicates that cam operation is shifting to the high camshaft.
* The settings & data in the EPROM will be saved & retained even when power from the battery is disconnected.
* VTEC change will be not proceed if data from the ECU is not recognized or does not match. This is a safety function.
* The supplier mounting offers various mounting locations without having to follow factory equipment.
* VTEC conversion changable point will be different depending on car model. Refer below chart for recommendations. The VTEC changable point can be set to per 100 RPM.

Settings:
* High rotary : 3,000 - 7,000 RPM
* Medium rotary : 3,000 - 6,000 RPM
* Low rotary : 2,000 - 6,000 RPM

VTEC change point setting mode:
* Low cam changes to high cam at 5000 RPM
* High cam changes to low cam at 4500 RPM.

Monitor display with 4 channel numerical mode:
* Battery voltage read out of 13.3 Volts
* VTEC solenoid signal turned OFF from the ECU.
* RPM read out is at 6419 RPM.
* Air correction factor read out is at 0%.

Monitor display with 2 channel analog mode:
* Cam advance angle of VTC.
* The V-AFC II shows the VTEC solenoid signal.
VTEC change point setting mode:
* Low cam changes to high cam at 5000 RPM
* High cam changes to low cam at 4500 RPM.

Monitor display with 4 channel numerical mode:
* Battery voltage read out of 13.3 Volts
* VTEC solenoid signal turned OFF from the ECU.
* RPM read out is at 6419 RPM.
* Air correction factor read out is at 0%.

Monitor display with 2 channel analog mode:
* Cam advance angle of VTC.
* The V-AFC II shows the VTEC solenoid signal.

[rmalov]

thank u the saint.... sum1 with some ffkn brains

[TheSaint]

look bloke y u gota be a dum cant for ay.... i asked simple questions... that i needed an answer too and i get sum like u who finks hes a sik cant and knows everyting... ii dnt giv a fukk if im a n00b thats y im ere to learn.

i posted this question in the integra forum yes fair enuff it was a mistake but i always post eveything in the integra forum coz its always been about integras.. first time im asking about sumthing thats not big fkn deallllllll ayyy u get ur thrills from ozhonda ayy

-rep for this post ...

you should always search before you post, secondly - learn to spell properly ... dont type like white trash would ... thirdly if you had searched in the 1st place than you would know that your OP was a little silly and mis-informed

anyway ... i hope the information i provided helps

[rmalov]

dude fair enuff.. i told i jst wanted answers to the questions i asked.. yes ur info helpd.. thanks for that.. and i dont care how i type dude..

[TheSaint]

u should ... how you type will determine the kind of response u get