AP2 increase redline!...need help!
12-06-2007, 11:21 PM
#21
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12-07-2007, 03:26 AM
#22
The idea is to allow myself 4k RPM of VTEC instead of only 2k (stopping at 8.5k). The lighter flywheel drops revs more quickly than the stock flywheel, so shifting between 1-2 and 2-3 has to be very quick or the RPMs drop out of VTEC. Allowing a longer VTEC range allows the car to be kept in the main power band while tuning for a smoother VTEC engagement helps keep the car balanced while on the track. Shifting too quickly and the VTEC jolt are hardly ways to keep balanced on the track.
I've read what quite a few of the most respected tuners and owners have said and done. Looks like there are quite a few who have bumped the redline to 8.5k with no problems. I've yet to see posts from someone who can directly attribute the death of their AP2 to having the 8.5k limit.
Rumor has it that the jump to the heavier flywheel for AP2s was to keep RPMs up high enough that VTEC didn't disengage during shifting. So, it would make sense that if I put in the AP1 flywheel, I would need to extend the VTEC range to match the flywheel - a flywheel which allows faster/easier rev-matching and/or heel-toe action, both of which are useful for track days.
Let me guess, to increase my times on the track, I should go FI or ITBs
This is about having a more drivable car. Whether on the track or off.
I've read what quite a few of the most respected tuners and owners have said and done. Looks like there are quite a few who have bumped the redline to 8.5k with no problems. I've yet to see posts from someone who can directly attribute the death of their AP2 to having the 8.5k limit.
Rumor has it that the jump to the heavier flywheel for AP2s was to keep RPMs up high enough that VTEC didn't disengage during shifting. So, it would make sense that if I put in the AP1 flywheel, I would need to extend the VTEC range to match the flywheel - a flywheel which allows faster/easier rev-matching and/or heel-toe action, both of which are useful for track days.
Let me guess, to increase my times on the track, I should go FI or ITBs
This is about having a more drivable car. Whether on the track or off.
12-07-2007, 04:44 AM
#27
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so all the guys that have ap2's that run the ap1 ecu to take there motors to 9k is a bad idea? this is what im planning to do with the ap2motor i am swapping into my car, AP2 with AP1 ECU
12-07-2007, 04:52 AM
#28
its a bad idea depending on who u ask...but there have been documented failures of f22c's at 9k...people say well 8500 is ok lets go to 9...dumbass thinking to me...8500rpm is far from 9k...with a longer stroke the forces in the motor are going to be greater than that of f20c at 9k
12-07-2007, 05:01 AM
#29
Originally Posted by sparrow,Dec 7 2007, 05:52 AM
its a bad idea depending on who u ask...but there have been documented failures of f22c's at 9k...people say well 8500 is ok lets go to 9...dumbass thinking to me...8500rpm is far from 9k...with a longer stroke the forces in the motor are going to be greater than that of f20c at 9k
That's why I'm staying clear of 9k. I want it more trackable/driveable. Blown engine =/= more driveable...lol
12-09-2007, 01:03 PM
#30
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on the street and headed down the track the car only sees 8500-8600rpm. But in the water box that puppy is bouncing off 9200rpm or whatever the fuel cut is, which is quite a beautiful sound 