- Fri Nov 30, 2007 11:16 pm
#31921
It actually varies on any of the D and B series from around 4500 to 5500 or so. The variation depends on load and throttle position. It goes into VTEC only when it is an advantage to do so.
VTEC-E switches from 12 valve operation to 16 valve operation at about 2500. On a stock VX, it feels kind of like a stumble followed by increased power. On an HX it's a bit smoother and less noticeable again with increased power. On a D15B 3 stage VTEC with I/H/E, the power difference is very pronounced.
The 3 stage VTEC D15B proves that VTEC-E is good for more than economy. Don't oversimplify Honda's intention. At cruise and light load, it switches to 12 valve lean burn mode for economy. But from a stop to 2500 RPM under moderate to heavy acceleration, 12 valve mode gives you more power than either a non VTEC or VTEC motor within that RPM range.
People get too hung up on how it feels or sounds. Who cares. The dyno plot is all that matters.
VTEC-E switches from 12 valve operation to 16 valve operation at about 2500. On a stock VX, it feels kind of like a stumble followed by increased power. On an HX it's a bit smoother and less noticeable again with increased power. On a D15B 3 stage VTEC with I/H/E, the power difference is very pronounced.
The 3 stage VTEC D15B proves that VTEC-E is good for more than economy. Don't oversimplify Honda's intention. At cruise and light load, it switches to 12 valve lean burn mode for economy. But from a stop to 2500 RPM under moderate to heavy acceleration, 12 valve mode gives you more power than either a non VTEC or VTEC motor within that RPM range.
People get too hung up on how it feels or sounds. Who cares. The dyno plot is all that matters.
