Originally Posted by
B16a2VTIguy
ahh ok, any idea what is best to move the vtec point to? 6k?
Also, assume i shouldnt bother mapping it until the cams are degreed, as that will otherwise throw the tuning out?
Your vtec engagement point is ideally where the torque curves meet when you overlay your tuned primary and secondary lobe dyno charts. Using this method, any spikes in AFR will be eliminated.
You should tune with the cams at 0 degrees, then you make cam adjustments and clean up any changes in fuel or ignition timing. The cam adjustments shouldn't make much of a change in your final tune.
As far as what cam adjustments I recommend...every car is different, so it needs to be done on a dyno. Most cars like a bit of advance on the exhaust cam and just a tiny bit of retard on the exhaust. This increases overlap, helping bottom and midrange power.
Originally Posted by
SDtegfan
You need to consider all of your variables, how much fuel are you delivering, consider your fuel pressure and the size of your injectors. Adjustable fuel pressure regulators are a must-have IMO. You shouldn't need re-mapping, because from my understanding all of the b-series computers come with a map that's good for a 2.0 liter set-up. Just manually adjust your fuel settings, and use the adjustable timing gears you have until you find a stoic mix, generally tuned honda engines run on the rich side, but nothing damaging or extreme if you do it right.
If you did it right, it wouldn't be mickey-mousing around with a stock ECU and a FPR. It will never run as well or as safely as a properly tuned ECU, period. Without some way to change the ignition timing, especially around the vtec portion of the maps, power and reliability will suffer. Also, the stock FPR and rail is good to 400-500 whp. With the proper injector size and a way to control them, the OP will never have the need for an aftermarket FPR.
There just isn't any reason to half-ass something so important to proper engine function especially when power is so hard to come by on an N/A 4 cylinder.