^ what he said..

 

Basically....what I'm trying to say...gernby in the thread
he referenced went on and on about the benefits of the T1R
header being able to make power(or another term..better use)
when the VTEC window is lowered to 3500....whereas the
OEM header can really only efficiently handle the VTEC
power increase at 5500.

He also states about the T1R header being able to produce
strong lower torque...which is exactly what I communicated
to the tuner I was seeking.

With this in mind...if the T1R header can acheive this why does he
feel a tuner/fabricator in Florida can't do the same!

ps...yes..the last paragragh was me just rambling about MPG!

 

Yikes! I hope I didn't say that! The T1R header allowed a much lower VTEC engagement than the stock header ONLY if the OEM catalytic converter is in place. However, there wasn't much of a gain in power from it. It was just a smoother transition.

If you install a test pipe, the stock header LOVES a low VTEC engagement. In fact, it does well with VTEC at 3500, whereas the T1R header with a test pipe wants VTEC at 3900. The benefit from the T1R compared to OEM is that it gives more torque on the low cam below 3900, and gives more torque on the high cam between 4400-5500.

 

this is all assuming static cam timing am i right?

if your were to play with timing on one cam (with an aftmkt cam gear of course) it would greatly affect where which header likes the engagement. think Kpro on the K20 where a whole nother dimension is thrown in. It seems to me if that much time and effort is taken to tune VTEC to a mere header, you might as well pick up a cam gear to go with it.

 

It doesn't take long to find the optimal VTEC engagement. I just tune for a 6K VTEC engagement AND a 3K engagement, then overlay the dyno plots to see where they cross.

 

yup

Tune low cam, tune the high cam and overlay the torque plots. If you don't have a dyno, look at the pulse widths.

 

I haven't tried looking at the injector pulse widths to determine VTEC, but it doesn't sound as easy as just looking at the VE tables to see where they would cross.

 

I'm sure you're correct considering all the testing
that you've done....but I have to wonder as well
that Hondata did some R+D to come up with placing
their name/trademark next to Toda for their "Hondata-
Toda" reflash.
I would think there MUST be a gain for the header change
somewhere..of course maybe I'm just naive and Hondata
is just heping Toda sell a few headers

 

I need to see if I can find the thread that describes the setup that was used for the Toda reflash. I believe it had a test pipe on it. If so, then I think Hondata made a "tactical" decision to name the calibration "Toda", since that's more politically correct than "Test Pipe", especially in California. I'm sure a lot of people would be upset with Hondata providing a "Test Pipe" calibration with every one of the FlashPro's, espeically when the FlashPro can disable the secondary O2.

 

I see here that the Toda calibration was done using an '06 with a Toda Header, Test Pipe, and intake manifold gasket. So yes, the Toda calibration really should be called the "Test Pipe" Calibration.