okay so after reading countless pages and doing my research i have come to find that the h22 motor has an 8 runner intake manifold with butterfly valves that effectivly block half at low rpm for better lowend torque and which open up for full air flow at high rpm's...

now heres the thought...

i own a 1987 celica gts with the 1st gen 3sge motor with something called t-vis which is essentially the same thing. look it up. now im big on the st162 scene and have come to find that there is little to do to upgrade the 3sge's meager 135 n/a hp. but there is a new piggy back controler for it to move the opening point around to find out where it works best cause the stock point works alright but not optimally. so there is the thought that by changing the point of tvis butterfly valve opening, you can effectivly make small changes in lowend torque delivery. although the gains would be minimal it would still be worth it to those looking to squeeze the last little bit of "go" from their motor. i have no idea if this would be the same in theory for the h22 but anything is possible thanks for your time

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_fate loves the fearless_

most people (with serious power) just replace those butterflies with a spacer cuz they really aren't all that effective once you start pushing some big numbers.

others (on almost stock motors) just unplug the hose for the IAB's so they're just left open all the time and claim they felt a difference.

but mostly any sort of decent engine management system can control these IAB's, and tell them when to open/close.

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hmmmmm from what i gather if you leave these open all the time you will kill low end torque. if you go forced induction then there is no need, they are a hinderence. but it would be cool to find out if moving the open point around if you could find a little juice

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_fate loves the fearless_

This is a good thought btw... a few years back they dyno tested what the torque and power curve would look like with and without the butterflies on a h22. I don't remember the numbers but everyone came to the conclusion that removing them is more benificial than having them because the amount gained on the topend is > than the amount lost on the bottom end. you really don't loose that much. But I don't think anybody tested moving the engagement point to see. So again I say that this is an interesting thought....

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dyno test huh...?
i guess that would be the only way
just for the hell of it id like to try this when im able to pick up my prelude

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_fate loves the fearless_

Well if you have a purpose-built race car that is on the track all the time and always in the high rpm range, then it would probably be beneficial. If it's a daily driver it would probably be very noticeable on a day to day basis. I would get annoyed with the loss of low-end torque since I hit so many stop lights every day lol