Tomorrow....

Well, the plot thickens.

Just spoke to them, and the first thing they did was check all the obvious things like VTEC solenoid and it was all fine.

Turns out VTEC is engaging, but when it engages the car loses power. They experimented by setting the VTEC point really low (3k), and sure enough, as soon as VTEC engages it loses power. The same story when they set VTEC really high (7k). He said they tried mapping it out but it's not making any difference.

Just bizzare :confused:

I'm leaving the car with them but as they are busy they won't be able to look at it properly till next week sometime.
 
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Flipping heck! Hope they can sort this ASAP for you drexal mate, i know i'd by dying inside a little everyday knowing i have car that damn nice and not having it sat on my drive ready to go :(
 
surely this is not the worlds first failed VTEC system ? :D

on a more serious note, gutted for you mate. Hope they found out whats going on and sort it. I know you were hoping it was just powerstation not being able to map an engine for toffee. Hope whatever it is, doesnt proove too expensive.
 
MrLOL said:
surely this is not the worlds first failed VTEC system ? :D

on a more serious note, gutted for you mate. Hope they found out whats going on and sort it. I know you were hoping it was just powerstation not being able to map an engine for toffee. Hope whatever it is, doesnt proove too expensive.
Click to expand...

I thought the claim was no warranty returns. I doubt a highly modified engine on an imported 10+yr old car has warranty left?
 
Aw Drexel. :( You dont seem to have the best of luck with cars it seems. Hope its an easy fix and the car is running all good again.
 
Sounds to me like that have made a mistake when assembling the head. The vtec solenoids are working etc. Were any parts replaced Drexel?
 
AFAIK only the valves (and guides obviously) were replaced, I don't think anything else was replaced.
 
OK, bit of an update. Compression test has came out at ~190 for all four, so not the best (healthy stock ITRs are usually around the 220-250 mark).

They have checked all the rocker pins etc, and everything else they can see without taking the head off, and everything is OK, they have contacted Toda, and Toda say that those cams aren't best suited to this application, and work best with a high compression setup.

They said there are few other things to look into, but basically it looks like it's all just mis-matched.

I could swap the cams out for standard ITR items and see how it goes, but I'm seriously tempted to say **** it and do it properly, get the bottom end rebuilt with high compression pistons etc..... :o

/goes to price up pistons and stuff............
 
Doesn't look like it TBH, from what Performance Autoworks can see without pulling the head, everything checks out OK.
 
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IIRC that car has Toda B inlet cam and a Toda C exhaust.

Without high compression pistons the dynamic compression is just not suited to the setup as supported by the comp test results and RR experience. B series stands for balancing components, not bolt ons.
 
That's pretty much what PA are saying too. It does seem like the engine was built in a 'bolt parts on and hope for the best' fashion :(

But **** it, there's no point getting all ****** off about it, I'm going to concentrate on getting it done right, if it means getting the bottom end done properly with high comp pistons etc then so be it.
 
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A set of EK9 pistons are pretty damn reasonable and you do have the option of skimming the head slightly to raise CR to what you want. With so much aftermarket support its not hugely costly to get the bits, bearings will probablu cost more though. PA should be pretty much on the ball with what will suit your setup.

The B20 blocks are very low CR over your typical Type R lump so throwing cams ontop never will yield the greatest results. Honda substitute for forced induction is compression ratio :p
 
Of course, another option would be to leave the compression where it is, change the cams and go forced induction.............:o
 
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