Geez lets have a more productive discussion please!
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Geez lets have a more productive discussion please!
Yep pls do.
Anyway, I wanted to highlight that formula for a reason. Why is it important? Looking at the formula, when rpm = 5250, then the torque cruve on your dyno MUST cross the hp/kw curve. That is a theoretical however.
But what I wanted to share was some of the basics of why people say honda engines respond so well to boost/FI.
The nature of the Honda engine as I have raised earlier with the question about bore and stroke is that its very unique. High revving NA engines usually contain a shorter stroke. What Honda did to my understanding is to raise the stroke for capacity, but lower the bore. A smaller bore size gives less friction, less friction is very important to a high revving machine. but you can see what this leads to, if we use small bores, the capcity of the motor drops. Cure this by increasing stroke, and then you get more capcity, but the longer stroke makes the engine go under alot of stress, and unable to maintain high rpms for a long time. ill go more into this later.
The nature of the honda engine is that with its high revving capabilities, the other numerator in the equation allows the engine to create a great deal of power by adding torque.
I'm consfused as to whether we are talking about honda engines or on how to best get a mathematical representation of power / torque accounting or its spread throughout the rev range?
its everywhere and anythign wyn ;)
this has been one of hondas fortes for a long time, why/how they can produce long stroke motors that can rev to 9k rpms daily and not have problems.
That was in the other thread.......and a few things included bearings / ECU and quality of workmanship ;) but lets not get sidetracked! hehe
wyn, the other thread doesnt even come close to answering how they did it...
i don't bleieve they do andy, isn't the motor in the s2k under square ?
-2ds
undersquare = long stroke, small bore :)
gah, i mean oversquare =p
-2ds
edit: searching around i've found information on a new s2k powerplant ?
2004 s2k powertreain part 2
but i do believe the current model, well the one i'm taling about anyway has bore 87 / stroke 84 making it oversquare.
the new one (according to that link) is undersquare but it redlines at 8k rpm
-2ds
yer, spoke to a few engineers that build race engines and when I told them that the ITR engine that revs to 9k rpms has an 87m stroke they were like, are u sure? 5 mins later, are u sure sure? 10 mins later, are u really sure? haha :)
What is the cylinder lining of the f20 made of again?
have you considered that the reason that B18C's DO rev so high might be due to VTEC?
if there was no VTEC, the engines power curve would drop off (ie the point at which no more power is made) at about 6500rpm?
it is about breathing and airflow.
the reason 'other' engines don’t rev so high is likely due to them not making power past that point, because they are constricted by the lack of airflow into and out of the combustion chamber.
look at it this way - the B20B makes power to 6500rpm. that is where redline is.
but a B20VTEC can rev to and make power to 8500rpm...
what is the difference?
the head!
sorry it is no *magic* answer pornstar, but it is basically the crux of your ponderance :)