I couldn't resist the temptation...
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Joined: Dec 2003
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From: Green Valley AZ
Originally Posted by hyedracyl,Dec 7 2004, 01:48 AM
Wow, did this take a long time to come around...
Everything is in now (less the ESM module) and ready for final torque checks and a last pass through the instructions for potential issues. I suppose that I could light the wick right now since the ESM will only make a difference under boost. Now if it would just stop raining for a while I could get out and have some fun...
I installed an oil pressure sending unit during the installation too, so we'll have to see how that works. I didn't have the parts that I needed on hand to do the boost gauge install, so I guess I have to make a trip to the parts store still. I think I'm going to get some molex connectors for the pilar pod too so that the thing can be R&R'd easily. Guess we'll see what we see at the fluid changout Sunday.
Greg
Everything is in now (less the ESM module) and ready for final torque checks and a last pass through the instructions for potential issues. I suppose that I could light the wick right now since the ESM will only make a difference under boost. Now if it would just stop raining for a while I could get out and have some fun...
I installed an oil pressure sending unit during the installation too, so we'll have to see how that works. I didn't have the parts that I needed on hand to do the boost gauge install, so I guess I have to make a trip to the parts store still. I think I'm going to get some molex connectors for the pilar pod too so that the thing can be R&R'd easily. Guess we'll see what we see at the fluid changout Sunday.
Greg
Progress in the making.... Can't wait to check it out this coming weekend. You did not have some parts
. I find that hard to believe as your hallway contained more parts than Auto Zone carries 
Thread Starter
Joined: Feb 2004
Posts: 376
Likes: 3
From: Spring Hill
Finally drove the animal tonight since I waited to do that until the gauge pod was completely installed. The boost is definitely not a bad thing, but it isn't like my WRX either... It's very slow to come on-line - worse than the turbo. When it does kick in (over the VTEC point), it certainly gets your attention.
Perhaps I need to adjust something, who knows. I just think that there should be more power, lower in the rev range. The dyno curve would be real interesting to see. Comparisons of my car to those of the Comptech installed system would go a long way towards telling me if there are some hidden anomalies lurking in my installation. I did a real clean job though and it looks good in the engine compartment, that's for sure.
I have to go to OK tomorrow though. My Grandmother passed away and I have a funeral to go to now. I am going to try and stop by to see how everyone is making out at Mike's though before I leave - that is if there's going to be activity in the AM. I want to head out of here by 12PM so that I can make it to Enid around 8PM.
Greg
Perhaps I need to adjust something, who knows. I just think that there should be more power, lower in the rev range. The dyno curve would be real interesting to see. Comparisons of my car to those of the Comptech installed system would go a long way towards telling me if there are some hidden anomalies lurking in my installation. I did a real clean job though and it looks good in the engine compartment, that's for sure.
I have to go to OK tomorrow though. My Grandmother passed away and I have a funeral to go to now. I am going to try and stop by to see how everyone is making out at Mike's though before I leave - that is if there's going to be activity in the AM. I want to head out of here by 12PM so that I can make it to Enid around 8PM.
Greg
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Joined: Dec 2003
Posts: 6,275
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From: Green Valley AZ
Originally Posted by hyedracyl,Dec 11 2004, 07:48 PM
Finally drove the animal tonight since I waited to do that until the gauge pod was completely installed. The boost is definitely not a bad thing, but it isn't like my WRX either... It's very slow to come on-line - worse than the turbo. When it does kick in (over the VTEC point), it certainly gets your attention.
Perhaps I need to adjust something, who knows. I just think that there should be more power, lower in the rev range. The dyno curve would be real interesting to see. Comparisons of my car to those of the Comptech installed system would go a long way towards telling me if there are some hidden anomalies lurking in my installation. I did a real clean job though and it looks good in the engine compartment, that's for sure.
I have to go to OK tomorrow though. My Grandmother passed away and I have a funeral to go to now. I am going to try and stop by to see how everyone is making out at Mike's though before I leave - that is if there's going to be activity in the AM. I want to head out of here by 12PM so that I can make it to Enid around 8PM.
Greg
Perhaps I need to adjust something, who knows. I just think that there should be more power, lower in the rev range. The dyno curve would be real interesting to see. Comparisons of my car to those of the Comptech installed system would go a long way towards telling me if there are some hidden anomalies lurking in my installation. I did a real clean job though and it looks good in the engine compartment, that's for sure.
I have to go to OK tomorrow though. My Grandmother passed away and I have a funeral to go to now. I am going to try and stop by to see how everyone is making out at Mike's though before I leave - that is if there's going to be activity in the AM. I want to head out of here by 12PM so that I can make it to Enid around 8PM.
Greg
Let me know.
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Joined: Feb 2004
Posts: 376
Likes: 3
From: Spring Hill
I think I have developed a theory on the RPM situation with the blower installed.
This morning I was tooling along at about 2K RPM and noticed that I only had about 75 PSI of oil pressure. It steadily rises as RPM increases, pegging the meter at its 100PSI max reading in the 3500 RPM range on the motor.
This got me thinking. When I queried on the board as to what the oil pressure should be for the F20C, I was told that the reason it was so high was that this pressure is used to perform the VTEC changeover of cam lobes.
It seems reasonable to me that this operation takes some significant oil pressure to execute (somewhere over 100PSI). By dropping gears to get the RPM up and delaying slightly before WOT, the oil pressure rises significantly enough to engage the VTEC changeover. Alternatively, cruising at speed while waiting for an opening in traffic again has you at high RPM for a period of time. Either of these conditions seems to make the VTEC changeover instantaneous as soon as WOT is achieved.
Rolling into the throttle, or going to WOT at low RPM, seems to be inadequate to engage the VTEC lobe changeover at the lower RPM level and results in you loafing along on the "economy" lobes for a longer period - resulting in the less than inspiring acceleration that I have experienced.
I have also observed two distinct changeover points. Proper preparation gets you onto the "performance" lobes around the 5150 RPM range that is quoted by Comptech. Rolling into the throttle causes the changeover to occur later, closer to the 6100 RPM point you see on a regular S.
Any other comments/theories out there???
Greg
This morning I was tooling along at about 2K RPM and noticed that I only had about 75 PSI of oil pressure. It steadily rises as RPM increases, pegging the meter at its 100PSI max reading in the 3500 RPM range on the motor.
This got me thinking. When I queried on the board as to what the oil pressure should be for the F20C, I was told that the reason it was so high was that this pressure is used to perform the VTEC changeover of cam lobes.
It seems reasonable to me that this operation takes some significant oil pressure to execute (somewhere over 100PSI). By dropping gears to get the RPM up and delaying slightly before WOT, the oil pressure rises significantly enough to engage the VTEC changeover. Alternatively, cruising at speed while waiting for an opening in traffic again has you at high RPM for a period of time. Either of these conditions seems to make the VTEC changeover instantaneous as soon as WOT is achieved.
Rolling into the throttle, or going to WOT at low RPM, seems to be inadequate to engage the VTEC lobe changeover at the lower RPM level and results in you loafing along on the "economy" lobes for a longer period - resulting in the less than inspiring acceleration that I have experienced.
I have also observed two distinct changeover points. Proper preparation gets you onto the "performance" lobes around the 5150 RPM range that is quoted by Comptech. Rolling into the throttle causes the changeover to occur later, closer to the 6100 RPM point you see on a regular S.
Any other comments/theories out there???
Greg
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