VICS or not?
#3
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My first inclination is to leave it wide open all the time with the rationalization that it would give him the low rpm effect it was designed for and that the boost on-set would negate any benefit from the shortened path or reduced chamber size.
Any others?
#5
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I would use it. You can use the VTec function of the EMB, right?
EDIT: And a check valve between the vacuum source and the solenoid to maintain vacuum in the signal line.
Last edited by TurboTim; 06-12-2007 at 01:41 PM.
#6
well i would say get rid of it. my reasoning would be that thebp gtx and gtr motors (the bpt motor in japan) on the intake mani it didnt have the vics if i recall correctly. and that mani would give you more performance gain in a boosted situation but would give you less performance without the turbo and then the na version intake mani with vics was better for na and not so great for boost......
#7
It gives you more controllable throttle response at light throttle. The better flowing design of the head caused the tip-in to be a bit jumpy (in Mazda's opinion) so it was added. It's similar to the progressive throttle you'd find in say a '94. So I've been told. Sorry to respond to this so late. You want it open by WOT. Maybe 50%-WOT triggered.
#9
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Yes, definately seems worthwhile according to what I've read at miata.net. When you move the runners is determined on the dyno, but it seems to be around 5400 rpm turbo and 5600-5700 NA. Did the manifold come with the solenoid attached? If so, you can activate the runners with an MSD or similar rpm switch. Or perhaps you could even DIY your own.
I'm going to use one of the outputs on my MS to control the VICS butterflies. Unless I go V8.
Here's the VICS stuff set up on my 99 mani:
I'm going to use one of the outputs on my MS to control the VICS butterflies. Unless I go V8.
Here's the VICS stuff set up on my 99 mani:
#13
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not sure about miata cause I never dealt with it but did deal with the JDM DSM manifold that had the same setup.
the JDM ecu controlled the butterflys so to setup on the USDM cars people where running a boost solenoid switch to open the butterflys. A few people where running the 5psi others 9psi. The idea is to give better torque low end with small scariface to top end hp.
A local Atlanta had a 20 tq over other similar setups with about a 8whp lost. if I remember the numbers correct
the JDM ecu controlled the butterflys so to setup on the USDM cars people where running a boost solenoid switch to open the butterflys. A few people where running the 5psi others 9psi. The idea is to give better torque low end with small scariface to top end hp.
A local Atlanta had a 20 tq over other similar setups with about a 8whp lost. if I remember the numbers correct
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