yep ive seen a few videos on yourtube explaining the magnetic clutches at the rear and the speed-up mechanism on the axle to apply more speed at the rear for handling/traction.
Search www.youtube.com for "honda legend technology" or "SH-AWD"
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yep ive seen a few videos on yourtube explaining the magnetic clutches at the rear and the speed-up mechanism on the axle to apply more speed at the rear for handling/traction.
Search www.youtube.com for "honda legend technology" or "SH-AWD"
mmm would love to see a stock Turbo Euro! How much power would it push out considering that without Turbo he Euro produces 140KW? I bet it would push past the Mazda 6 Turbo? (My mate bought one of them recently he reckons the power craps all over the Euro... but it should it is turbo the Euro isn't!)Quote:
Originally Posted by EuroDude
If they want to stick to a 4-cylinder, 2.4L and want to make enough torque to work with SH-AWD, they will need the turbo.
I reckon SH-AWD and k23a turbo is more plausible than an SH-AWD Advanced VTEC Euro.
K23A 2.3L?
We'll have to wait and see how the Advanced VTEC K24 performs first, as in a Dyno chart comparing it to the new U.S. 160kw K24A2
Continuously variable VTEC will surely provide decent torque over the whole rev range, even more if Honda decide to pimp aggressive cams, decent headers, direct injection, high redline cutoff etc..
You can't use too aggressive cams in a k24A because if it lives above 8000rpm for too long, the piston generates too much heat on the cylinder wall.
BTW, k23a turbo is used in the RDX. 179kW (SAE). If you convert to our rating, it should be 186kW.
The BMW M6 5L V10 engine revs to 8250rpm, how come that doesnt overheat the cylinder walls? Or did BMW solve this problem by adding a massive cooling system?
The M6 5L V10 has a stroke of 75.2mm. The Euro k24a3 has a stroke of 99mm.Quote:
Originally Posted by EuroDude
At 8250 rpm, the V10 has a piston speed of 1240.8 meters/minute.
At 7300 rpm, the k24a3 has a piston speed of 1445.4 meters/minute.
The V10 has lower piston speeds than the k24a3.
Also the k24a3 has an unfavourable rod/stroke ratio.
k24a3: 1.536
k20a2: 1.616
I see. Couldnt that be solved by increasing the Bore width and decreasing the Stroke?
:thumbsup: That's right. But... Honda wanted to use the same block as the k20a. That's why the bore is the same 86mm as the k20a.Quote:
Originally Posted by EuroDude
Thats a shame. The K24 redlining at 8500rpm could have been a 260hp+ NA beast :cool:
Destroked to 2.3L, it makes 247 hp at the wheels with a 9000rpm redline (plus the usual rod, piston, crankwork, cams, springs and head flowing).Quote:
Originally Posted by EuroDude
That's like 290hp at the crank if it was a 15% drivetrain loss. 2.4L with the same redline would make even more.