AP2s have no problem staying in VTEC from 3-4...again...look at the calculator it shows where the RPMs fall between shifts. And 2-3 would be right at VTEC if you shift just before fuel cutoff...but if you shift at redline, RPMs fall a couple hundred out...probably would never even notice that.

And yes...the ap1 just barely falls out of VTEC for 1-2 if you shift at redline, but it's not out for long enough to notice. If you shift just before fuel cutoff, the ap1 is in VTEC the entire time.

Look guys...this isn't rocket science but it is clear cut mathematics. You guys are trying to say that 2+2=6k and it's not. Your cars are not any faster or slower than they were yesterday. But there is a clear advantage for your cars if you remove the CDV so you aren't slipping the clutch and then lower the VTEC engagement point (which you can do for about $100 with a used VAFC-I off eBay or get a VAFC-II for $175 plus have it professionally tuned for a bit more gain).

 

Mathmatically its clear, but at WOT, the slipping does in fact keep the car in vtec. Healthy or not, an AP2 will stay in vtec with a CDV and a fast shift. Its not 2+2, its 2+2+CDV...

As Elistan's video showed, if you just normally shift from 1-2 at redline and maintain 36 mph, the car will drop below vtec, so there the math holds up. Of course, if you're not trying to accelerate hard, you don't need vtec either...

At any rate, I think you're correct negcamber when you state that removing the CDV and lowering vtec with a VAFC is probably the best thing for an AP2 to get some more power.

 

I don't have my CDV though and I can stay above 6k at 1-2 shifts.

 

Well, we need a video of that.

 

Here ya go. Post MY03 slave cylinder install:

http://video.google.com/videoplay?do...68079221964566

This shows 1->2 and 2->3 shifts.

Notice it still slips, as many others have reported. I was disappointed in the change, to be honest.

 

If the clutch is slipping...the car ain't zipping.

So, if the clutch slips, the car stays in VTEC, but not all the power is making it to the ground. Or, the clutch does not slip and the car falls out of VTEC where it is not producing max hp.

 

Imagine an AP2 with an upgraded clutch (even just a pressure plate) sans CDV that can rev to 9000. Shifts land you right at when VTEC is kicking in and you'd have little to no slip.

ACT pressure plate is next up on my list. Shifting at AP2 redline on my car the clutch holds fine. However shifting at 8500+ on a really hard shift in the heat of the moment usually results in a lot of slippage.

 

Hmm, I don't think that's correct. Because while the clutch is slipping, the revs are still falling. It's a completely different situation from when the car is sitting still but the engine is bouncing off the rev-limit in the case of a messed up clutch-drop launch. So there's still the same transfer of energy as if the clutch gripped immediately, it just happens a bit more slowly. Ultimately, all that energy is still making it to the ground.

Unfortunately, the current owner of my old AP2 now has an issue with the clutch not gripping at all during fast shifts - it'll bounce off the rev-limit if he doesn't let off the gas. My understanding from Billman's posting is that the issue is the heavier AP2 flywheel.

All in all, faster or slower, I much prefer the driving experience of the AP1. <shrug> YMMV.

 

If the clutch is slipping--at that moment...at those rpm--the full power being generated by the engine is not making it to the wheels. The flywheel is spinning faster than the clutch (which is the definition of clutch slip), so that energy is not making it through the clutch and into the transmission.

But think about it...if a slipping clutch let all the power to the wheels then there would never be a reason to change a slipping clutch...the car's performance would be the same. And we all know that is not the case...a car without a slipping clutch is faster than one with a slipping clutch.

 

If ALL the ap2 owners unanimously claim factual that the engine stays in vtec, then don't question that. You may have done your research, but we do this on a daily basis. We do know what vtec feels and sounds like. The fact is that the f22c does stay in vtec after each shift, given the fact that the shift was made relatively quick and at redline.