Just a correction here: I'm unsure where you got the idea that the B-Series distributor cars don't have ECU-controlled ignition advance... They absolutely do.
The distributor is sync'd with the ECU, and the ECU still controls ignition output signal to the coil to time the spark event.
You do...
Hello!
The problem is actually the result of an early set of problems Hondata had with intake cam control that required some very unorthodox targets. They silently fixed the problem a couple of updates ago, and as a result, their own basemaps and the TSP1 need an update to fix this.
I have...
This is not correct.
VTEC is never used at wide open throttle on the 2022 Civic Si. As I stated previously, the engagement RPM for high load is literally 32,767rpm.
I saw slip as early as ~265lb-ft on my dyno with this test car.
This car had 900+ miles on the clock (a bit beyond what most clutch manufacturers recommend for "break-in"), so I doubt it will be much better with significantly more miles.
It looks like the aftermarket will have to step up again.
It's not, though. Again, "VTEC" is never used at wide open throttle on the L15's with it. Accord, Civic (non-Si), and Civic Si. None of these engines are using VTEC at high load, ever. The "engage" RPM is literally 32,767rpm in the ECU for these models.
They're likely using it in this case...
Sure. :)
"VTEC" has been used for a bunch of reasons over the years by Honda for numerous reasons; not all of them for power. The moniker is nothing more than buzzword to describe a system that allows for multiple lift/duration profiles (whether or not those profiles are to change the shape of...
"Accurate" isn't a word that should be used when talking about dynamometers.
Every. Dyno. Reads. Different.
You cannot compare numbers from two different cars on two different machines.
It appears there are a handful of 2022+ ECU types that use the artificial rise, and others that don't. Luckily, KTuner has us covered on a disable for it.
You're comparing the included KTuner calibration results to third party calibration results. :) The 11thGen "Flex" calibration makes similar power to what the 10thGen "Flex" calibration did on the 10thGen. These files are meant to be safe for mass consumption over a wide range of operating...
Yes, but the mere presence of profile switching doesn't mean much by itself.
The "intake VTEC is useless since it's turbo" bit of info people like to regurgitate is bullshit, too.
The tire diameter may not have been input correctly on one of the tests, or a different gear could have been used, etc. The DynaPack doesn't care much.
That's pretty hard to believe, considering...
The "WOT Engage RPM" for VTEC in the ECU is literally "32767rpm", so unless you're revving the engine to 32,767+rpm, your mind is playing tricks on you (or perhaps some cabin audio trickery).
It's only active during "cruise" conditions.
Unless the Civic Si somehow has a massively different valvetrain configuration from the non-Si L15 and Accord L15, not quite. They never engage VTEC at WOT, so it wouldn't matter.
Without seeing a log, I'm going to guess the difference is more ignition or more boost up top.