Quote Originally Posted by infurNOS View Post
Because, for a naturally aspirated VTEC engine, the torque curve should be one long, smooth pull from idle to redline. If it's not, and you're feeling a large jump in the torque curve after VTEC engages, you are losing power in the midrange prior to engagement - usually cause by bolt on mods not tuned to the engine.

My b18c civic was tuned with a 3800rpm VTEC engagement, you could not feel any VTEC surge or switchover noise, just a very nice and smooth power delivery which pulled all the way to 8200 rpm. It was beautiful.
It's hard to make a general statement that louder crossover = less power, as it sort of does apply but in the case of a CAI it's only gonna be more audible because of the open air filter, metal piping and lack of intake resonator (as rys.I said).

Although the way you explained the torque curve is certainly true. If there is a dip in power and then a huge kick when the secondary cam lobes are engaged, then the engagement point is at the wrong RPM for that engine setup.

If the power line on a dyno graph starts to drop off even a small amount before VTEC then it needs to be set earlier, however if it dips when VTEC engages then it must be set later.

sorry if I'm getting off topic here.. haha

very nice ride OP