I think like CP-e or SAFC, it is all about intercepting the volt signal and change it. I mean, IMO witht he little experience I've with tuning the CP-e, you have 4 general situations or zones you can manage.
TPS = Throttle Position Sensor
- low TPS + low to mid RPM (mostly stopped)
- low TPS + mid to high RPM (driver tend to slow down from a rush)
- high TPS + low to mid RPM (flooring it from a dead stop)
- high TPS + mid to high RPM (60 on the highway and you flooring it)
The last zone, is the zone tuned by the CP-e, because for the rest they are mostly econimical zone instead of performance zone.
Now with the Vortech S/C, the 4 zones would have to be modify a bit because there will be more air at every moment.
I think I know what King is aiming. When the VVT-i decide to go aggressive it switch to a 30 degrees opening period instead of a 15 degrees. So the question you tend to ask, IMO, is how can you have a precise tuning with such a variable situation. I think the rule of thumb can work by deciding to go richer on the AFR from this TPS to this TPS related to this RPM to this RPM. Nothing very precise...not even a pro-tuner but it is what I think for now. I'll ask RIPP about it. I read on Acura forum (RIPP thread
http://tl.acurazine.com/forums/showthread.php?t=127482&page=2&pp=40) that for Mitsubishi, it is easier to get boost form the Mivec (VTEC of Mitsubishi). I just read it react like the VTEC, mechanicly change the cam shaft profile...not hydraulicly. Bottom line, the Mivec is a bit easier to manage (you know when it switches around 4300 RPM)
Vortech has re-engineerd the centrifugal SC and streamlined it’s operation to build a naturally progressive boost curve that increases as the engine build RPM. As the engine speed increases the Vortech becomes less of a crank load and more of a power addes because the engine is producing more . The condition is a perfect match to the VTEC found in your cars, as proven by the simpler and “dumber” MIVEC powered Mitsubishi. What we leanred there is an engine with variable cam, and valve timing needs less blower RPM to produce more boost. By way of example the MIVEC car only needs 20000 rpm to produce 8psi, were as the none MIVEC car needs 32000, that’s a considerable amount of crank HP loss over the entire RPM band.
The roots type charger used by the competition is much faster to boost off the line but (creating the wheel spin situation Mr. Steve pointed out earlier in the thread) then becomes more of a load at higher RPM’s actually creating a power loss, and counter productive in these platforms. Therefore, whiles it’s a great set up on most low revving engines the Vortech will be a much better match or rather a more Dynamic boost curve to the technology and engine size found in your cars.
Bottom line the root-type and centrifugal don't perform the same way and it doesn't seems to be tune the same.
by Eye8Pussies » Fri Mar 28, 2008 9:07 pm 
