Not to be an ass, but its obvious you havn't AutoXed or Tracked much.
I have autoXed for going on three years now, and am in my second season of tracking.
You will go much slower by not downshifting and bogging, than making one upshift coming out of the corner. The idea that you are going to try and make a 1.8L have a powerband that lets you go with OUT downshifting is rediculess :roll:
A powerband is the flatest area of torque on the graph. Your first dyno shows a powerband from about 6 - 7.5k
If you fall below 6 in an ITR with bolt ons it bogs like CRAZY. Where does vtec engage on an ITR?
Trust me, I took my 404 LS out at gingerman raceway and could pull out of the turns with ease. In the ITR it felt slow and doggy, and the only way to get around this was to downshift into 2nd (which kept me in the powerband, and was MUCH faster) where I could stay in 3rd (same tranny). VTEC was of no help what so ever.
And that hump is from the AEM CAI, not vtec. You could throw a CAI on any non-vtec and get the same hump.
Don't know why you mentioned the K20 and normal driving. I think its pretty clear that I am saying in RACING SITUATIONS. Again that engines powerband is between 6,500 - 8,000 ish
a b18b cant reach 9000rpm? well heres an ls/vtec at 8500rpm; 9000rpm very possible, but only necassary if you are making power there:
Read my post again. I said
Regardless of having one set of higher cam profile its not going to make power to "9000rpm or whatever" with out some serious modification.
The real time DC2 was required to disable there lower vtec cam profiles due to rules/classing. They didn't run killer cams. I had a friend that attented several races and always chuckled at how the real time ITR would pull into the pits sounding like a muscle car.
And don't try and use SCC or one of the other importDEtuner magazines for any acurate information. They are good for girly pictures, thats about it.
Ask anyone who has designed transmissions for any racing vehicle (including bikes). You want the transmission when shifting at redline to land right at the begining of your powerband. Gearing is extremely important, shifting is part of the game. It is not quicker to bog through a whole turn and have a slow exit speed in a higher gear, than to downshift in the braking zone and upshift in the straight away.
I don't think any sort of performance driving can get any more basic than these ideas. Do we have to talk about what an apex or trailbraking is now?