the new evo 9 runs with mivec...the late model supras ran with vvti.Quote:
Originally Posted by locote
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the new evo 9 runs with mivec...the late model supras ran with vvti.Quote:
Originally Posted by locote
a gsi running standard internals just with abolt on turbo and minor boost is enough to pull that time if not less if driven properly.
the relevance to seeing how you would do a against street tuned cars is that most street tuned cars average to run 14's or 13's ... thats why a et on the track and a time on the street is different ....
just wanted to see how a N/A would do
btw AVO stats are correct... being put on the dyno with a gsi on dyno pulling inbetween 120 to 150 kw depends on air temperature , condition of motor and tuning etc...
evo9 does have mivec but still makes same power as the previous non-mivec model.
so it only proves that the mivec makes no difference to performance under F/I
pretty generous use of the word "proves" there locote...
for example, taking the second article about the evo 9 i found,Quote:
Originally Posted by locote
it states:
http://www.webwombat.com.au/motoring...ishi-evo-9.htmQuote:
Perhaps the biggest new feature to the Evolution's 1997cc powerplant is the adoption of variable valve timing on the intake system, or MIVEC as the Japanese car maker calls it (Mitsubishi Innovative Valve timing Electronic Control system).
The MIVEC system helps the 16-valve 4G63 engine liberate more power at higher revs and more torque at lower revs,
i guess peak power figures "prove" nothing eh?
yeah but engines weith VVT-I or MIVEC variable valve timing that come standard with turbo are made to work "WITH" a turbo.
honda motors arent.
our V-TEC motor is made to kick in with our own type of boost which is V-TEC but overall the GSI doesnt have that restriction ... its naturally aspirated with no V-TEC so it can continue going up in the revs with no extra boost whatsoever.
the vtir motor is a good motor no doubt about it ... but in terms of turboing a n/a motor out of the 2 i would go the GSI ....
they both arent meant to be turboed YES but the gsi has no hold back ...
even though it has been assumed a VTIR will pulll more power how long can the engine last being put under the pressure of V-TEC and boost?
It has a hold back, its been said 50 billion times in this thread. The B18B does not produce as much power above 6000rpm, for the simple fact if does not flow as well farken.
VTEC isnt a restriction! YOU can turbo your stock GSI and when the turbo hondas @ WSID is organised, im sure there will be a b18c there who you can race and take you to school.
Its been documented, its all over the internet and the people here who know their stuff are even telling you. This is not to say the B18B is a crap engine, because its not. But the thread is comparing it to the b18c, which happens to be better :)
Quote from 'Speed' magazine 021 in the tech torque section ("She's in there. I soarer!" letter) "You are right, the vvt-i 1jz-gte is an extremely elusive beast. They are, however, a magic piece of kit, addressing the (very few) shortcomings of the original 1jz-gte twin-turbo design and improving torque, fuel economy and - even though Toyota doesn't admit it - even power. Side by side, we had a dead stock vvt-i Soarer clock the standing quarter mile in 13.8sec, while the twin-turbo version struggles around the low-14s. That should tell you something useful, hopefully"
From what ive heard, to put a turbo with vtec together just takes tuning like everything else. In my opinion if you start with a better engine, then you'll end up with a better engine mod for mod.
VTEC(not V-TEC) doesn't boost anything. It's not it's "own type of boost". You're switching to a different cam profile. That's ALL. The different cam profile is designed to flow better up high and make more power up there.Quote:
Originally Posted by integrity
The ONLY legitimate argument that one could try to make about the b18b being better for boost is the lower compression ratio which makes it less prone to detonation. Not long ago, the common place thought was that high comp was bad, low comp was good. Now, people are starting to see the light.
The B18c is a superior platform to boost on in every possible way.
no waht i meant was when VTEC kicks in it forces more pressure onto the head ...
if you force more pressure on the head and now adding in forced induction to try to make it work harder then its capable of doing in high revs it could cause wear and tear.
im not putting down the Vtir motor i dont have anything against it but everyone sees things differently and i believe the best way to turbo is no VTEC
how exactly is it forcing more pressure on the head?Quote:
Originally Posted by integrity
what about all those turbo cars running more agressive cams that some how make way more power even though they're "forcing more perssure on the head"?
Further more, if all that extra pressure at high revs is so bad for the head of the vtec engine, imagine the non vtec engine with all the pressure from the turbo on the inferior designed head. It must really be getting damaged.
Oddly, it's rarely the head that suffers any damage when things go wrong with a f/i set up.
Just out of curiosity, are you just repeating what someone once told you? The stuff you're saying really doesn't make much sense with how vtec works. I know lots of people go around spewing bs to people that don't know much of whats going on, then those people take it as fact.
i thought this thread was settled that the b18c is 'stronger' not 'better', but STRONGER than the b18b?!