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Theory
The VTEC crossover point is determined by overlaying the low and high cam torque curves. The optimum cam angle
for maximum power on the low cam at the VTEC point is often 20 to 35 degrees less than the cam angle for optimum
power on the high cam.
In the example below the VTEC point is 4350 RPM. The optimum low cam angle is about 12 degrees. The optimum
cam angle for high cam power is 37 degrees.
The problem is that the cam angle does not rotate instantly into the position at the VTEC point. The cam angle rotates
at about 10 degrees every 10th of a second. Thus in this example the cam takes about 3/10ths of a second to rotate
from 12 to 37 degrees. While the cam is rotating into position the engine is not making optimal power, often resulting
in a power dip after VTEC.
The technique Hondata has developed is three-fold:
Advance the cam into to match the high cam VTC angle before the VTEC switch point.
Alter the RPM indices to make this happen as quickly as possible.
Keep the cam angle constant across the high cam RPM rows.
This results in a small power dip on the low cam as it is rotated into position but more power on the high cam after the
VTEC point.
Make one RPM index 150 RPM less than the VTEC point
Make one RPM index 50 RPM less than the VTEC point
Make one RPM index 50 RPM more than the VTEC point
In this example for a VTEC point of 4350 RPM the RPM indices are set to:
4200 rpm
4300 rpm
4400 rpm
The highest RPM break point is reduced from 8100 RPM to 7000 RPM.
Set the cam angle at the higher of the two RPM rows to the high cam angle at the same RPM value - in this case 37
degrees.
This has the effect of keeping the low cam at its optimum cam angle until 4200 rpm - 150 RPM before the VTEC
switch point. The intake cam is then rotated rapidly over a small time/RPM interval to the correct angle for the
highcam (in this case 37 degrees)