I'm sorry I didn't mean to be a dick. Bad day at work LOL. But knowledge only comes from reading, some of which you have done, but there is still much to learn... Me too, I'm no exception...

You were right originally, Apexi did make an AFC that can activate VTEC (just takes 5 Volts)

I'll help...
The VTEC is nothing more than the ability to use 2 different cams, that's it period. The 2 cams are combined into one camshaft, with a mid-lobe, for higher lift and longer duration.
The ECU is programmed to "turn on" VTEC at a certain RPM, once the other parameters (Oil pressure, Coolant temp, RPM, Engine load (MAP sensor), throttle position, etc.) are met. When it does, it uses a valve that is ECU controlled to allow oil pressure to force the valves (Both I and E on DOHC and only I on SOHC) to follow the profile of the mid lobe on the cams. The mid lobe not only has higher lift (meaning the valve opens further) but longer duration (keeps the valve open longer, even to the point of where the intake and exhaust valves overlap on DOHC VTEC) this gives the characteristically VTEC sound, the Ripping noise once the VTEC is activated.

If you were to look at the performance of the 2 cams on a graph, without the VTEC system, meaning using the primary and secondary cam lobes on one run, and the mid lobes only on the second run, with the Horsepower of the motor on the Y-axis (vertical) and the RPM on the X-axis, you would be able to see the point at which the two lines cross each other, this is ideally where you would want to have your VTEC crossover, if you were to activate the VTEC any earlier, you would see that you would be losing power. Same thing if you were to extend the VTEC X-over to 6k, you would simply "ride" the primary and secondary cam lobes out to where they are inefficient. Some chips use this to make it feel like a harder VTEC engagement.

Again, didn't mean to be cocky... But I think you will see that it is not really worth it...