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Showing Slide 1 of 1. Contatar o vendedor. Passe o mouse para dar zoom - Clique para ampliar. Receba o item encomendado ou seu dinheiro de volta. Saiba mais - eBay Entrega Garantida - abre em janela ou guia separada. Acessar loja. Ver outros itens Mais I'm pretty sure you'll hit mid 14s or even high 13s.
Depending on how you drive and the suspension set up. I dont get it!!!!???? It's because the extra revs, it allows you to make, and a better flowing head. Vtec alows two sets of cam profiles a low lift for low rpms including idling and a hight lift for high rpms. And the vtec system does not make power by just allowing the engine to rev higher, that is dependent on the intenals and head components, but rather vtec alows the engine to breath eficiently both at high and low rpm.
And again about the idle, if only the high rpm lobe would be used then the car would idle rough. Remember that, it's important Now how do Hondas make power? Our tiny little 1. Hondas make power through revving, and revving high. So why does everyone place so much emphasis on creating torque?
It's because all these bolt-ons you see advertised won't raise your redline, but they will increase torque. There's nothing wrong with squeezing every last ounce of torque out of your engine- you should. But trying to get torque from more displacement in a Honda is like trying to fill a swimming pool using a squirt gun.
You'll never get enough for it to be useful. Let's take a closer look at the B series engine blocks. In the B18 blocks, Honda increases displacement by using a larger crank and increasing stroke the B20Z also has a slightly larger bore, which is bad for reasons I won't go into here. This allows the B18C to rev higher, and Hey! Making sense? I bet you can see where this is going. But wait, there's plenty more The premise is that at low RPMs and at idle, a less aggressive cam grind is necessary to prevent "loping.
Sounds like it's about to stall. It's because he's running aggressive camshafts, and since the cam is spinning more slowly at idle, the intake valve is still open after combustion has completed. That's what causes loping. At higher RPMs, a more aggressive grind is desirable. So what do you do? A less aggressive grind at low RPMs for a smooth idle and low to mid range power, and a more aggressive grind up high to produce that high end pop.
At a strategically placed "VTEC crossover point," the camshaft switches grind from the less aggressive to the more aggressive. What determines this point? Hours and hours dyno testing and tuning. If it is set too low, the more aggressive grind will kick in early, bogging down the engine think "loping" at RPM. Too high, and the engine is missing out on valuable time it could be spending with the VTEC engaged.
They just cost themselves a ton of midrange power. The stock crossover point is optimized for stock camshafts. So when is a VTEC timer necessary? Easy- when you're no longer running stock camshafts. If you want big power all motor, you go with one of the big players in the cam game- Toda Spec B and C, or Jun Stage 2 and 3, and you accept no substitutes. How does this relate to VTEC crossover point? Run these in conjunction with high compression pistons at least And this, friends, is where torque in Hondas comes from.
As we just discussed, in order to get any considerable power out of an engine, aggressive camshafts are a must. In order to get any benefit from aggressive camshafts, the ability to rev the engine high is a necessity. As soon as kids start snapping rods and putting pistons through cylinder walls, they'll realize how important good engine geometry is. Add that to the fact that they're running stock cams because it's all their engine can safely handle and getting burned by kids running Todas or Juns, and they'll wish they had just stuck with their trusty B18C.
Import Tuner, Super Street, Honda Tuning , and more have praised the ingenious design, marveled at its torque, and even showed you how to construct this beast in the comfort of your own home. Never do they mention its drawbacks or its subsequent limitations.
Rather, it is intended to give someone considering one of these hybrids some things to keep in mind before diving into the costly process of building an engine. Like I said, if it was all that great, Honda would have done it in the first place. Larry at Endyn "The best engine will be the best series of compromises. Don't steal any of our cars again. Well, I've heard it almost all before, but I still have to say you amaze me Josh!
You know WAY too much about Honda engines! I really admire your dedication though Keep it up! You've heard it all before?! Well now I feel like an idiot for posting up stuff everybody already knows. Shut up, you know what I meant But, I think it is incredibly helpful, and very impressive. I was just saying I personally have heard it before from YOU! You know more about Hondas than anyone I know, and you know that.
Most definately a great article. Needs to be submitted into the article forum Great job. Find More Posts by Pimpinex. He is one of the originators of the idea. For those of you that can't read a dyno chart, that's Not too shabby for a 1. Not bad for a "fad" engine, huh? CiViC sh! If so, I'll be glad to Come on, bros! Use your heads a little The existence of views, in the absence of anyone to hold them is problematic. The existence of the reader is left as an exercise in the second order coefficient.
I'm not going to side with anyone on this debate because I don't really understand it enough to know who is right and who is wrong. I don't care how good a driver the guy in the Civic is, it is not possible that the hp Civic beat a Ferarri with most likely more than twice that amount of hp, and TONS more torque.
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