gernby, I should hope that the emanage would be sufficient (as I just bought one to replace my VAFC), but this in not the information that I have recieved... while it is always possible that someone is incorrect in either information or assumption, I guess we'll have to wait and see...
I didn't think it made a whole lot of sense personally, but I have been told otherwise by reputable sources in Cali...

edit: I can't wait for these components, and individual TBs have been proven on the track and in some "elitist" sports cars... (god i want an elise )... I was seriously contemplating F.I. with the lack of N/A performance mods for our car outside of the typical I/H/E... I am eagerly awaiting some pricing info... I need to save my pennies....

 

[QUOTE]Originally posted by gernby
[B]

Why is everyone saying this?!

 

I am also hoping eManage or VAFC II will be enough for basic NA optimizing...but so far the information I have gather seem to point the opposite.

Terry

 

why couldn't the emanage work...... the emange is capable of doing everything that a stand alone can do but, the only difference is that it is a piggy back and not a stand alone.....

 

Don't know enough...tuning resolution? I am still looking into it. I have one, not installed. I am looking to use Spoon ECU and piggy back something to optimize the car and parts for 91 octane.

Terry

 

Terry,
why would you want to use a spoon ECU... correct me if i'm wrong but isn't the spoon ECU or any other after market ECU a reflash of the stock JDM ECU????.....
IMO, as long as the Emanage does not have a limitation as to how much it can add or subtract fuel or timing the emanage should be fine with the stock ECU.
EDIT: where is wesmaster when you need him..... he seems to be the in house expert on the emanage........
Beroz

 

Tuning individual throttle bodies is quite different than a single TB system with intake manifold. The vacuum fluctuations are much larger and the change in vacuum per degree of throttle opening is very different than what you see with a single throttle body. This can make the transition from closed throttle to partially open throttle very difficult unless you can move around the map points to get high resolution in the right areas.

Tuning on ITBs for B-series engines has been done with Hondatas and even VAFCs on occasion, but if you want it to run as well as possible, you're usually better off with a stand alone.

In terms of power, ITBs are usually worth more than regular manifolds. But a properly designed manifold is close in overall power. Where the ITBs have an advantage is in throttle response and in the ability to easily change runner lengths to suit power curve requirements. But just for reference, the Ferrari 360 Modena uses manifolds (vs. ITBs on the 355 if memory serves) and the worlds quickest all-motor Honda uses an intake manifold, not ITBs.

The key is designing the entire application to work together.

UL

 

Thanks for the further explainations, UL. That is helpful.

I wanted to start with the Spoon ECU since it already is already tuned to a parts spec with advanced timing already. I have Spoon duct, stock box, Spoon header, and J's exhaust. I am thinking that I can pull a little timing off so I can daily drive with 91 octane in CA. (Many have indicated Spoon ECU will cause detonation w/o higher octane fuel. I guess I believe that. If it will work as is, I will just slap it on. We'll see.) Perhaps I can read the Spoon ECU, make timing changes and reflash stock ECU. Not sure yet. I am finding that I really like the smoothness of the VTEC transition when I installed the Spoon header. The powerband feels more linear. I am not looking for big HP gain, I am looking for solid HP gain across the board. As much as I like the S, it is just not going to pull like the NSX or violent like my RX7.

UL, what do you think I should do to get what I am looking for?

Terry

 

spoon ecu causing detonation? ummmm.... never heard that one... my buddy has it and it runs great... sometimes it gets a little screwy without 100 oct., but no detonation...

 

I think the minimal octane requirement is 93 and we have crappy 91 here in CA. The only other guy that runs here I know of is mixing 2/3 tank 91 and 1/3 tank VP103. That is too much of pain for me. I guess I should throw it on the dyno and see since 1 is easily accessible to me.

Terry