B18C2 early vtec engagement

[Frosty-Civic]

hey fellas, the b18c2 engagement is earlier then other engines. i was just curious if there are any pros and cons for this?

[Zilli]

th engine is designe around the principle of switching to the higher cam lobes at that specific point... if the dirvetrain is stcok there are no good or bad, its just the way it is

[vinnY]

c2's seem to have two points
one at 4500rpm and the other around 5800rpm(first, then secondary butterflies)

care to clarify what rpm point it changes at and what sort(if anything) aftermarket things which will mess with the vtec engagement point?

[Vvvtec]

It works fine where it is. Power delivery is very smooth and there is a wide torque band, compared to say, a B16.

[Super-DA9]

nice mid range power :)

[mrmango]

so you got a B18C2 ay skateboard kicker ;)

[Super-DA9]

i love skateboarding! haha :P

[Frosty-Civic]

so you got a B18C2 ay skateboard kicker ;)

LMFAOOO funny kient

[Frosty-Civic]

b18 engines dont sound nice when engaged compared to the b16. opinions?

[meatball]

b16's have the louder grunt/roar to it.

b18's not as loud, more smooth but goes harder

[Frosty-Civic]

i would most certainly choose the b16 regarding to the cross over then the b18.

[Vvvtec]

I would most definitely choose the b18 for power

[Frosty-Civic]

well thats for sure...

[Spoon SiRG]

Yup, the B18C2 VTiR engine engages VTEC @ 4500rpm to increase air intake & build air velocity before opening the shorter intake ports @ 5,800rpm to increase top end power.

At 4,500 you just hear a "TICK", & at 5,800 it gets a slight growling sound & starts pulling harder all the way to 8000rpm.

This is the inherent design nature of the dual-stage intake manifold.

As far as "power" is concerned, the B16A & B18C2 peak power is very simliar (10hp difference, even comparing JDM versions).

The difference you feel is the torque, the 1.8 pulls harder & with less effort compared to the 1.6, which makes the the B18C2 feel "more powerful".

If you want to get the VTEC switchover feel of a B16A, you will require (minimum) a Skunk2 Intake Manifold (so your intake manifold becomes single stage like the B16A), & a VTEC-Fuel Controller/ VAFC (to raise the VTEC switchover point from 4,500 to at least 5,400 & to tune your air-fuel mapping).

You will lose a bit of midrange power, but gain a bit more on top.

[Vvvtec]

I've done all that, apart from getting the VAFC. It's still nothing like a B16, the crossover that is. But the growl above 5000 is so extremely vicious and loud. It's pulls much much better in the mid and top.

[Vvvtec]

Yup, the B18C2 VTiR engine engages VTEC @ 4500rpm to increase air intake & build air velocity before opening the shorter intake ports @ 5,800rpm to increase top end power.

At 4,500 you just hear a "TICK", & at 5,800 it gets a slight growling sound & starts pulling harder all the way to 8000rpm.

This is the inherent design nature of the dual-stage intake manifold.

Nearly.

Both runners are actually open up until 5,800rpm, which is when the shorter runners close, leaving open the secondries. I'm looking at my stock manifold now.

But yes, same principal. Quiet a clever design, nothing new though. Much older cars incorporated a variable length intake system, including a few Alfa Romeos I've read about.

[meatball]

Yup, the B18C2 VTiR engine engages VTEC @ 4500rpm to increase air intake & build air velocity before opening the shorter intake ports @ 5,800rpm to increase top end power.

At 4,500 you just hear a "TICK", & at 5,800 it gets a slight growling sound & starts pulling harder all the way to 8000rpm.

This is the inherent design nature of the dual-stage intake manifold.

As far as "power" is concerned, the B16A & B18C2 peak power is very simliar (10hp difference, even comparing JDM versions).

The difference you feel is the torque, the 1.8 pulls harder & with less effort compared to the 1.6, which makes the the B18C2 feel "more powerful".

If you want to get the VTEC switchover feel of a B16A, you will require (minimum) a Skunk2 Intake Manifold (so your intake manifold becomes single stage like the B16A), & a VTEC-Fuel Controller/ VAFC (to raise the VTEC switchover point from 4,500 to at least 5,400 & to tune your air-fuel mapping).

You will lose a bit of midrange power, but gain a bit more on top.


4500rpm - tick/ vtec crossover
5800rpm - starts pulling, cant hear crossover

[Vvvtec]

The sound does change instantly at 5800 though. Usual Vtec growl.