Butterfly Valves Open or No? Dyno Proven
- Thread starter Paul
- Start date
Can someone explain a few things to me:
1. If there is no power supplied to the VICS solenoid, does keep the butterfly valve open (letting more air by) or closed (squeezing the air to increase velocity for low-end torque before the turbo spools)?
2. What is the default state (powered / not powered)?
3. Will the ECU throw a code if power is disconnected the VICS solenoid?
The reason I'm asking is because I am thinking about making a switch to be able to disable/enable VICS on the fly. In the long run, I'd like to connect it to an auxilury power switch controlled by a piggyback, or mabe just a simple RadioShack circuit to control the kick-in point based on RPM/load/boost.
1. If there is no power supplied to the VICS solenoid, does keep the butterfly valve open (letting more air by) or closed (squeezing the air to increase velocity for low-end torque before the turbo spools)?
2. What is the default state (powered / not powered)?
3. Will the ECU throw a code if power is disconnected the VICS solenoid?
The reason I'm asking is because I am thinking about making a switch to be able to disable/enable VICS on the fly. In the long run, I'd like to connect it to an auxilury power switch controlled by a piggyback, or mabe just a simple RadioShack circuit to control the kick-in point based on RPM/load/boost.
The manifold is designed to utilize the butterflies. This manifold is almost identical to the B18C1 and K20x intake manifolds on the Honda Engines.
The manifold uses long intake runners at low rpm to retain low end power and switches at x RPM to a set of shorter intake runners to enhance high-end torque.
see below link and attached image
http://www.msprotege.com/forum/attachment.php?attachmentid=46593&stc=1
On the top, you can see the long "low rpm" runners in use. On the bottom you can see the "high rpm runners in use.
That's the way it was designed to work. On the gsr engine you can swap the manifold completely out with a skunk2 manifold to elminate the runners completely. The skunk2 manifold is equivalent to the type r manifold and flows much better. It was always recommended to rechip the ecu if you were using a p72/gsr ecu when you swapped out the manifolds because you would loose power.
The manifold uses long intake runners at low rpm to retain low end power and switches at x RPM to a set of shorter intake runners to enhance high-end torque.
see below link and attached image
http://www.msprotege.com/forum/attachment.php?attachmentid=46593&stc=1
On the top, you can see the long "low rpm" runners in use. On the bottom you can see the "high rpm runners in use.
That's the way it was designed to work. On the gsr engine you can swap the manifold completely out with a skunk2 manifold to elminate the runners completely. The skunk2 manifold is equivalent to the type r manifold and flows much better. It was always recommended to rechip the ecu if you were using a p72/gsr ecu when you swapped out the manifolds because you would loose power.
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Paul said:
What doesn't make sense about that. Please re-read my post.
"The manifold uses long intake runners at low rpm to retain low end power and switches at x RPM to a set of shorter intake runners to enhance high-end torque."
Of course if you have them both open NOT running as designed you will LOSE HORSEPOWER.
If you have your VICS valves locked in the open or closed position, you will lose power on either the low or the high end, depending on the position. I wouldn't mess with that, unless you have a device that allows you to pick the switchover rpm. Then you might be able to get a couple more HP for a couple hundred rpms.
If you have VTCS closed you will just lose power overall i think. It looks like you lost power overall which makes me think you are messing with VTCS, but that dyno sheet is hard for me to read. VTCS are the valves that are right before the injectors.
People remove the VTCS valves completely becuase even when they are open their profile can impede the flow somewhat. This in conjunction with a porting job should give you a better topend.
If you have VTCS closed you will just lose power overall i think. It looks like you lost power overall which makes me think you are messing with VTCS, but that dyno sheet is hard for me to read. VTCS are the valves that are right before the injectors.
People remove the VTCS valves completely becuase even when they are open their profile can impede the flow somewhat. This in conjunction with a porting job should give you a better topend.
msp4you said:
Unfortunately the Mazda Intake manifold is not like the Honda BxxCx intake manifold. The Mazda manifold doesn't have separate short and long runners. It has just one set of runners and a "Resonating" chamber that's opened and closed with the VICS butterflies.
MetalSpeed
Member
- :
- MazdaSpeed, Titanium
peepsalot said:
So your saying for peformance puposes that it would be best to remove the VTCS? Did I understand you correctly? Do you have any pics of the VICS or VTCS?(usa)
How about this one:
http://flatblack.somethingsomething.org/p5/porting/vtcs.html
Great write-up on removal and porting, along with pics of everything. I have that bookmarked
http://flatblack.somethingsomething.org/p5/porting/vtcs.html
Great write-up on removal and porting, along with pics of everything. I have that bookmarked
MetalSpeed
Member
- :
- MazdaSpeed, Titanium
SenorCorwin said:
Thanks, I read the whole thread and my head hurts. Interesting though.
It'll work- :
- Hemi Ram, 71 Plymth Scamp, 71 Plymth Duster 340, 69 Dart 340/4sp
msp4you said:
Its not a long/short runner set-up. It uses different plenum sizes and inertia charges.
