vtec kick in point
Thread Starter
Registered!!
Joined: Aug 2006
Posts: 14
Likes: 0
Rep Power: 0 
vtec kick in point
just curious, some of you people out there give me some info on when you vtec kicks in .... and if you have a auto or manual...thanks
Last edited by dbak123; Sep 11, 2006 at 06:47 PM.
THE LONE STAR STATE
iTrader: (10)
Joined: Apr 2003
Posts: 1,520
Likes: 0
From: Fort Worth, Texas
Rep Power: 298 
Before you go any further you might want to correct your spelling... its "vtec" not "vtech"
And to answer your question... (NOT FOR SURE) It's 3rd gear around in the 3 or 4 marking.
And to answer your question... (NOT FOR SURE) It's 3rd gear around in the 3 or 4 marking.
Last edited by texascivic2k1; Sep 11, 2006 at 11:57 AM.
Official Rattlesnake Hunter
iTrader: (8)
Joined: Jun 2005
Posts: 5,491
Likes: 0
From: Valley Of The Sun...
Rep Power: 315 Source: "Temple of Vtec"
3-stage VTEC
Examine the SOHC VTEC and SOHC VTEC-E implementations. The clever Honda engineers saw that it is a logical step to merge the two implementations into one. This is in essence the 3-stage VTEC implementation. 3-stage VTEC is implemented on the D15B 1.5l SOHC engine in which the VTEC-E mechanism is combined with the power VTEC mechanism.
Many of us probably has laughed at the poor ignorant layman who said "I want power AND economy from my Honda". We know of course that power and economy are mutually exclusive implementations. Honda decided not to abide by this rule. Now, with 3-stage VTEC, we get BOTH power and economy !.
The diagram below illustrates the 3-stage VTEC implementation. The intake rocker arms have two VTEC pin actuation mechanisms. The VTEC-E actuation assembly is located above the camshaft while the VTEC (power) actuation assembly is the standard wild-cam lobe and rocker assembly.
Below 2500rpm and with gentle accelerator pressure, neither pin gets actuated. The engine operates in 12V mode with very good fuel combustion efficiency. When the right foot gets more urgent and/or above 2500rpm, the upper pin gets actuated. This is the VTEC-E mechanism at work and the engine effectively enters into the '2nd stage'. Now D15B 3-stage works in 16V mode (both intake valves works from the same mild cam-lobe).
Stage 2 operates from around 2500rpm to 6000rpm. When the rpm exceeds 6000rpm, the VTEC mechanism activates the wild cam-lobe pushing the engine into the '3rd stage', the power stage. Now the engine gives us the full benefit of its 130ps potential !
The 3-stage VTEC D15B engine is used on the current EK-series JDM Civic/Civic Ferio VTi/Vi together with Honda's new Multimatic CVT transmission. Stage-1 12V or "lean-burn" operation mode is indicated to the driver by an LED on the dashboard. The 2500rpm cutover from lean-burn to normal 16V operation in fact varies according to load and driver requirements. With gentle driving, lean-burn can operate up to 3000rpm or higher. Stage-3 may not always be activated. The Multimatic transmission has a selector for Economy, Drive, and Sports mode. In Economy mode for eg, the ECU operates with a max rpm of around 4800rpm even at Wide-Open-Throttle positions.
The essence of 3-stage VTEC is power AND economy implemented on a 1.5l SOHC PGM-Fi engine. Many people mistakes 3-stage VTEC as a "superior" evolution of the power oriented DOHC VTEC implementation, describing DOHC VTEC as "the older 2-stage VTEC" and implying an inferior relationship. This is totally wrong because DOHC VTEC is tuned purely for high specific output and sports/racing requirements. 3-stage VTEC is in truth an evolution of SOHC VTEC and VTEC-E, merging the two implementations into one.
3-stage VTEC
Examine the SOHC VTEC and SOHC VTEC-E implementations. The clever Honda engineers saw that it is a logical step to merge the two implementations into one. This is in essence the 3-stage VTEC implementation. 3-stage VTEC is implemented on the D15B 1.5l SOHC engine in which the VTEC-E mechanism is combined with the power VTEC mechanism.
Many of us probably has laughed at the poor ignorant layman who said "I want power AND economy from my Honda". We know of course that power and economy are mutually exclusive implementations. Honda decided not to abide by this rule. Now, with 3-stage VTEC, we get BOTH power and economy !.
The diagram below illustrates the 3-stage VTEC implementation. The intake rocker arms have two VTEC pin actuation mechanisms. The VTEC-E actuation assembly is located above the camshaft while the VTEC (power) actuation assembly is the standard wild-cam lobe and rocker assembly.
Below 2500rpm and with gentle accelerator pressure, neither pin gets actuated. The engine operates in 12V mode with very good fuel combustion efficiency. When the right foot gets more urgent and/or above 2500rpm, the upper pin gets actuated. This is the VTEC-E mechanism at work and the engine effectively enters into the '2nd stage'. Now D15B 3-stage works in 16V mode (both intake valves works from the same mild cam-lobe).
Stage 2 operates from around 2500rpm to 6000rpm. When the rpm exceeds 6000rpm, the VTEC mechanism activates the wild cam-lobe pushing the engine into the '3rd stage', the power stage. Now the engine gives us the full benefit of its 130ps potential !
The 3-stage VTEC D15B engine is used on the current EK-series JDM Civic/Civic Ferio VTi/Vi together with Honda's new Multimatic CVT transmission. Stage-1 12V or "lean-burn" operation mode is indicated to the driver by an LED on the dashboard. The 2500rpm cutover from lean-burn to normal 16V operation in fact varies according to load and driver requirements. With gentle driving, lean-burn can operate up to 3000rpm or higher. Stage-3 may not always be activated. The Multimatic transmission has a selector for Economy, Drive, and Sports mode. In Economy mode for eg, the ECU operates with a max rpm of around 4800rpm even at Wide-Open-Throttle positions.
The essence of 3-stage VTEC is power AND economy implemented on a 1.5l SOHC PGM-Fi engine. Many people mistakes 3-stage VTEC as a "superior" evolution of the power oriented DOHC VTEC implementation, describing DOHC VTEC as "the older 2-stage VTEC" and implying an inferior relationship. This is totally wrong because DOHC VTEC is tuned purely for high specific output and sports/racing requirements. 3-stage VTEC is in truth an evolution of SOHC VTEC and VTEC-E, merging the two implementations into one.
Last edited by 02BLKCIVIC; Sep 11, 2006 at 12:01 PM.
Registered!!
Joined: Aug 2006
Posts: 617
Likes: 0
From: Rochester, NY
Rep Power: 248
Originally Posted by 02BLKCIVIC
Source: "Temple of Vtec"
3-stage VTEC
Examine the SOHC VTEC and SOHC VTEC-E implementations. The clever Honda engineers saw that it is a logical step to merge the two implementations into one. This is in essence the 3-stage VTEC implementation. 3-stage VTEC is implemented on the D15B 1.5l SOHC engine in which the VTEC-E mechanism is combined with the power VTEC mechanism.
Many of us probably has laughed at the poor ignorant layman who said "I want power AND economy from my Honda". We know of course that power and economy are mutually exclusive implementations. Honda decided not to abide by this rule. Now, with 3-stage VTEC, we get BOTH power and economy !.
The diagram below illustrates the 3-stage VTEC implementation. The intake rocker arms have two VTEC pin actuation mechanisms. The VTEC-E actuation assembly is located above the camshaft while the VTEC (power) actuation assembly is the standard wild-cam lobe and rocker assembly.
Below 2500rpm and with gentle accelerator pressure, neither pin gets actuated. The engine operates in 12V mode with very good fuel combustion efficiency. When the right foot gets more urgent and/or above 2500rpm, the upper pin gets actuated. This is the VTEC-E mechanism at work and the engine effectively enters into the '2nd stage'. Now D15B 3-stage works in 16V mode (both intake valves works from the same mild cam-lobe).
Stage 2 operates from around 2500rpm to 6000rpm. When the rpm exceeds 6000rpm, the VTEC mechanism activates the wild cam-lobe pushing the engine into the '3rd stage', the power stage. Now the engine gives us the full benefit of its 130ps potential !
The 3-stage VTEC D15B engine is used on the current EK-series JDM Civic/Civic Ferio VTi/Vi together with Honda's new Multimatic CVT transmission. Stage-1 12V or "lean-burn" operation mode is indicated to the driver by an LED on the dashboard. The 2500rpm cutover from lean-burn to normal 16V operation in fact varies according to load and driver requirements. With gentle driving, lean-burn can operate up to 3000rpm or higher. Stage-3 may not always be activated. The Multimatic transmission has a selector for Economy, Drive, and Sports mode. In Economy mode for eg, the ECU operates with a max rpm of around 4800rpm even at Wide-Open-Throttle positions.
The essence of 3-stage VTEC is power AND economy implemented on a 1.5l SOHC PGM-Fi engine. Many people mistakes 3-stage VTEC as a "superior" evolution of the power oriented DOHC VTEC implementation, describing DOHC VTEC as "the older 2-stage VTEC" and implying an inferior relationship. This is totally wrong because DOHC VTEC is tuned purely for high specific output and sports/racing requirements. 3-stage VTEC is in truth an evolution of SOHC VTEC and VTEC-E, merging the two implementations into one.
3-stage VTEC
Examine the SOHC VTEC and SOHC VTEC-E implementations. The clever Honda engineers saw that it is a logical step to merge the two implementations into one. This is in essence the 3-stage VTEC implementation. 3-stage VTEC is implemented on the D15B 1.5l SOHC engine in which the VTEC-E mechanism is combined with the power VTEC mechanism.
Many of us probably has laughed at the poor ignorant layman who said "I want power AND economy from my Honda". We know of course that power and economy are mutually exclusive implementations. Honda decided not to abide by this rule. Now, with 3-stage VTEC, we get BOTH power and economy !.
The diagram below illustrates the 3-stage VTEC implementation. The intake rocker arms have two VTEC pin actuation mechanisms. The VTEC-E actuation assembly is located above the camshaft while the VTEC (power) actuation assembly is the standard wild-cam lobe and rocker assembly.
Below 2500rpm and with gentle accelerator pressure, neither pin gets actuated. The engine operates in 12V mode with very good fuel combustion efficiency. When the right foot gets more urgent and/or above 2500rpm, the upper pin gets actuated. This is the VTEC-E mechanism at work and the engine effectively enters into the '2nd stage'. Now D15B 3-stage works in 16V mode (both intake valves works from the same mild cam-lobe).
Stage 2 operates from around 2500rpm to 6000rpm. When the rpm exceeds 6000rpm, the VTEC mechanism activates the wild cam-lobe pushing the engine into the '3rd stage', the power stage. Now the engine gives us the full benefit of its 130ps potential !
The 3-stage VTEC D15B engine is used on the current EK-series JDM Civic/Civic Ferio VTi/Vi together with Honda's new Multimatic CVT transmission. Stage-1 12V or "lean-burn" operation mode is indicated to the driver by an LED on the dashboard. The 2500rpm cutover from lean-burn to normal 16V operation in fact varies according to load and driver requirements. With gentle driving, lean-burn can operate up to 3000rpm or higher. Stage-3 may not always be activated. The Multimatic transmission has a selector for Economy, Drive, and Sports mode. In Economy mode for eg, the ECU operates with a max rpm of around 4800rpm even at Wide-Open-Throttle positions.
The essence of 3-stage VTEC is power AND economy implemented on a 1.5l SOHC PGM-Fi engine. Many people mistakes 3-stage VTEC as a "superior" evolution of the power oriented DOHC VTEC implementation, describing DOHC VTEC as "the older 2-stage VTEC" and implying an inferior relationship. This is totally wrong because DOHC VTEC is tuned purely for high specific output and sports/racing requirements. 3-stage VTEC is in truth an evolution of SOHC VTEC and VTEC-E, merging the two implementations into one.
Ok we know how the 3 stage vtec works, what was the point bro!! So then i win that arguement we had i take it
So your saying on ours the vtec only works to switch lean burn to normall 16 valve!!? It would have to be a 3 stage vtec in order to have high rpm vtec engagement, right. Serious question!! So vtec is only used to switch lobes from 12 to 16 right?
Registered!!
Joined: Jul 2005
Posts: 850
Likes: 0
From: In Tejas byotch
Rep Power: 265 this is so F'n redundant. This has been covered more times than anything. And why do we keep having this conversation. 3 stages of VTEC. It will kick int when the conditions are met. oil temp, throttle position etc. etc. usually around 4500.
Registered!!
Joined: Aug 2006
Posts: 617
Likes: 0
From: Rochester, NY
Rep Power: 248
Originally Posted by 02BLKCIVIC
then what the hell is "low rpm" "mid rpm" & "high rpm"?
wouldnt that be the "3 stages"?
Exhibit A
Exhibit B
wouldnt that be the "3 stages"?
Exhibit A
Exhibit B
Now im just confused, your listing 3-stage vtec again!! I think everyone is noticing the normal powerban of the motor and thinking its vtec!! I notice the 12 to 16 switch at around 2500rpm's, and when i hit around 4000 to 4500 the motor seems to get louder and have a little kick, but unless there is good documentation on this i'll have to believe it is just the powerban. Otherwise it is 3-stage. There are 3 lobes one almost none existant, just enough to keep the engine from pooling gas, then vtec switch to normall at 2500ish and thats it, one lobe for exhaust, thats all 3, were is the high rpm vtec lobe? Explain, please!!
Official Rattlesnake Hunter
iTrader: (8)
Joined: Jun 2005
Posts: 5,491
Likes: 0
From: Valley Of The Sun...
Rep Power: 315 I was under the impression there are three lobes on our cam.
(no I have never seen one)
low mid & high.
But mabe there is only low and high wich too makes sence...
Mabe I mis read somewhere...
I dono...
(no I have never seen one)
low mid & high.
But mabe there is only low and high wich too makes sence...
Mabe I mis read somewhere...
I dono...
you are talking about the vtec point 02BLKCIVIC but you mixing it up with
the 3stages low/mid/high rpm curves.vtec systems work with oil press the d17vtec engine have 2 vtec points between2500-2700 and 4500-4800.
If you read the links posted above correct
stage1;
its opening 1 valve less because not enouph oil press.
just for fuel economy
stage 2;
around 2500 rmp you get oil press locks the 2 intake valve
at low rpm that first vtec point.
both valve using low cam profile.
stage 3;
around 4500rpm 2de oil press locks both valve so it can use high rpm cam
profile.so the valves will open wider.
so 3 rpm curves with 2 vtec points.
peace
the 3stages low/mid/high rpm curves.vtec systems work with oil press the d17vtec engine have 2 vtec points between2500-2700 and 4500-4800.
If you read the links posted above correct
stage1;
its opening 1 valve less because not enouph oil press.
just for fuel economy
stage 2;
around 2500 rmp you get oil press locks the 2 intake valve
at low rpm that first vtec point.
both valve using low cam profile.
stage 3;
around 4500rpm 2de oil press locks both valve so it can use high rpm cam
profile.so the valves will open wider.
so 3 rpm curves with 2 vtec points.
peace
250+ awhp Stage 2
iTrader: (19)
Joined: Jun 2003
Posts: 10,839
Likes: 0
From: Dallas, TX
Rep Power: 0 Well I haven't had the civic for about a month now and I don't know the answer to the question, but I do know I am full boost around 3700 to 4200 rpms and at 14.5 psi for me! Not sure when the phone kicks, but my VTECH phone is off the chain!
Smuggling bananas and mexicans all for one low price...
Hey! Look At Me!! I'm a Supporting Member!!
iTrader: (11)
Joined: Aug 2003
Posts: 9,996
Likes: 0
From: Langley AFB, VA
Rep Power: 398 Maybe it's already been posted, but there's alot of junk to sift through in here, inlcuding my post. Our cars contain the following if you own an EX.
VTEC-E
The E stands for Economy. Our's is basically in constant effect, and the angagment point is 2500 rpms. So for everyone that got all excited about 4-5k engagement points... sorry. The same goes for the 7thgen SI's also. They may front I-VTEC, but it is yet another varient of VTEC-E. Only the RSX ended up with true VTEC for generation (excluding the NSX, that's a given).
VTEC-E
The E stands for Economy. Our's is basically in constant effect, and the angagment point is 2500 rpms. So for everyone that got all excited about 4-5k engagement points... sorry. The same goes for the 7thgen SI's also. They may front I-VTEC, but it is yet another varient of VTEC-E. Only the RSX ended up with true VTEC for generation (excluding the NSX, that's a given).
Originally Posted by TheSmuggler
Maybe it's already been posted, but there's alot of junk to sift through in here, inlcuding my post. Our cars contain the following if you own an EX.
VTEC-E
The E stands for Economy. Our's is basically in constant effect, and the angagment point is 2500 rpms. So for everyone that got all excited about 4-5k engagement points... sorry. The same goes for the 7thgen SI's also. They may front I-VTEC, but it is yet another varient of VTEC-E. Only the RSX ended up with true VTEC for generation (excluding the NSX, that's a given).
VTEC-E
The E stands for Economy. Our's is basically in constant effect, and the angagment point is 2500 rpms. So for everyone that got all excited about 4-5k engagement points... sorry. The same goes for the 7thgen SI's also. They may front I-VTEC, but it is yet another varient of VTEC-E. Only the RSX ended up with true VTEC for generation (excluding the NSX, that's a given).
''So for everyone that got all excited about 4-5k engagement points... sorry.''
you mean its not a real vtec right, about 4-5k only the valves on intake will
open wider right.
Smuggling bananas and mexicans all for one low price...
Hey! Look At Me!! I'm a Supporting Member!!
iTrader: (11)
Joined: Aug 2003
Posts: 9,996
Likes: 0
From: Langley AFB, VA
Rep Power: 398 HAYSUS CHRIST0 (sic) We only have intake on one said, that's why it's like this 
It is not a hard concept to grasp. I'm not stating my opinion here, I'm stating a fact. This is like the 800000000 thread on this.
It is not a hard concept to grasp. I'm not stating my opinion here, I'm stating a fact. This is like the 800000000 thread on this. 
