the k+n makes a very slight over all improvement over the icebox
but the icebox retains alot more torque and has a much nicer sound
(look at the icebox torque spike)
read the article - iv tested both on CL9 and its pretty much what they say
just under 3000rpm
spikes a good 12lbft
and similar results have been reported by others from other forums
the extra size of the box really helps the engine to get up and go at lower rpms
but CAI would be the way to go once the car is geared more toward top end
im just not sure how much i would want to rely on EMS to limit something that could potentially damage the engine
at least with 40-45deg VTC there is a mechanically stop so that it will never happen
what management you using wuism - and when are you taking it to the track next?
theres a voice i know and trust
is that with stock cams at all?
and which version of the intake cam did it have stock?
7800 rpm with stock cams ( stock k24a3 cams + 50' vtc)
8500 rpm with Buddyclub N+ cams , valve springs , retainers + 50' vtc)
Im still using the same motor till today. Still running strong.
Having an ECU hold a certain cam angle is not the most reliable of methods to prevent P2V contact, and if you inspect the cam angle on a datalog, you might be surprised at how much over/under your nominated cam angle your motor move to, because of mechanical behavior. Thats why tuners will generally limit their max cam angle to give a buffer for error within their tune.
Also:
- VTC set at 45 degrees doesn't do much for a stock K24A3 so theres no need to play with cam angles that high.
- Even if you set your VTC to 50 degrees, theres no hard evidence that says that driving it within its limits (not over-revving) will create P2V within a standard K24A3. Non-stock motors are a different story.
thats why in an earlier post i said that you must consider an angle tolerance of plus or minus 3degrees when tuning VTC
i think 40deg would be max for a stock engine, like you said, 45-50 really wouldnt help much
hence the Toda 40deg being a great bolt on product (not that its hard to modify a stock one if theres a reliable machinist nearby)
and again - i am still trying to find somebody that has clayed a motor running high VTC to see what kind of clearances there actually are
there are stories of VTC slipping past their allowed tolerance at both low constant RPM (cruising) and high raising RPM (acceleration)
in most cases the bottom end is destroyed along with valves - even if one cylinder goes first the intake manifold will be filled with peices of piston and valve which get sucked back into the other cylinders
thats actually a very good solution hanzzi - thanks for the info on that =)
since we have a cnc mill at work im going to just get a stock 25deg VTC gear machined out
but if the workshop doesnt have time this could be a simple and cheap alternative
what was the basic conclusion on this? If you have a K24a3 engine being put back together and you have both sets of cams (06 k24a3 cams and k20a2 cams) sitting there, which ones are best to use? I gather theres very little difference? More mid range with the a3, slightly more top end with the a2?
Originally Posted by TheSaint
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