GameboyRMH wrote: All that variable intake volume technology seems to have been popular in the late 80s and then quickly died out.
At least the Integra GSR (B18C?) engine had an intake runner actuator through the late 90s / early 2000s. Toggled to a short runner with higher resonance frequecy for high RPM. Not sure if that is also in the F20?
In reply to MattGent:
The s2k's don't have the different runners.
I would just like to add that I've learned more from this thread than from anything else automotive related I've read in the last month. Even though the OP not comprehending responses was annoying, I'm glad the rest of you guys went on to explain everything.
Keith Tanner wrote: I can't believe distributors hung on as long as they did, either. Sometimes, simple is the way to go.
agreed. Sometimes reliability is more important than flexability.
For that.. There is Bodine assembly machine. Still being made today.. like they were in the 30's or so.. http://www.bodinechassis.com/
but I want a camless engine. I want the ability to make an engine rev to 9K when I want it, but then provide good performance to 4K balanced with efficency... You could have a 40MPG engine one day and a screaming race motor the next.
http://www.theoldone.com/components/cylinderheads/Honda/S2000/s2000.htm
400cfm on intake, 320cfm exhaust
420HP NA 9800rpm
MattGent wrote:GameboyRMH wrote: All that variable intake volume technology seems to have been popular in the late 80s and then quickly died out.At least the Integra GSR (B18C?) engine had an intake runner actuator through the late 90s / early 2000s. Toggled to a short runner with higher resonance frequecy for high RPM. Not sure if that is also in the F20?
Honda's F22A6, H23, and H22's also had this system, as well as the K20A3 in the base model RSX's. Pretty sure some of the J-series V6's had a similar system as well.
Fun fact, the SOHC F-series engines from 90-93(and later VTEC heads) and H22's are up there with the F20C and K-series in terms of flow potential. It's relatively easy to get 300CFM intake and 250cfm exhaust at a reasonable lift out of the SOHC F's.
M_RED_ wrote: http://www.theoldone.com/components/cylinderheads/Honda/S2000/s2000.htm 400cfm on intake, 320cfm exhaust 420HP NA 9800rpm
Pictures are cool, but i really just want to hear the noises of one laying down 420hp at the dyno. 
Swank Force One wrote:M_RED_ wrote: http://www.theoldone.com/components/cylinderheads/Honda/S2000/s2000.htm 400cfm on intake, 320cfm exhaust 420HP NA 9800rpmPictures are cool, but i really just want to hear the noises of one laying down 420hp in the back of a race car down the main straight as I lean over the pit wall.
Fixed that for you
This thread reminds me of those youtube videos with the synthetic voices.
Just think about it. The original Cosworth DFV back in 1967 made 400hp at 8,500rpm. That's 133hp/l in a pure F1 race engine that needed frequent rebuilds. Now we are talking about a road engine that made 120hp/l @ 9,000rpm in it's original form 32 years later!!!
Changing topics. While the 9k rpm and and 240hp are great, lets not forget even with double cam profiles and VTEC, this engine was/is still relatively gutless at around town speeds. The Duratec/MZE is far far better at low rpm which is where most road cars spend 95% of their time.
IF you want you can buy an off the shelf Duratec from Cosworth in 2.0 or 2.3L guise making anywhere from 205-280hp with much much more available in specialty race engines
Adrian_Thompson wrote: Just think about it. The original Cosworth DFV back in 1967 made 400hp at 8,500rpm. That's 133hp/l in a pure F1 race engine that needed frequent rebuilds. Now we are talking about a road engine that made 120hp/l @ 9,000rpm in it's original form 32 years later!!! Changing topics. While the 9k rpm and and 240hp are great, lets not forget even with double cam profiles and VTEC, this engine was/is still relatively gutless at around town speeds. The Duratec/MZE is far far better at low rpm which is where most road cars spend 95% of their time. IF you want you can buy an off the shelf Duratec from Cosworth in 2.0 or 2.3L guise making anywhere from 205-280hp with much much more available in specialty race engines
It's not, though.
In reply to Adrian_Thompson:
I think it's more of a perception thing. The S feels like a slug down low because it's sooooo good from 6-9k, but it'll drive around town under 4k rpm no differently than any Miata I've ever driven (including the NC).
GameboyRMH wrote: I don't think cams will be around for even another decade. Koenigsegg has a test mule with an electric valvetrain running around right now, and as soon as they're ready for production every manufacturer is going to want to jump on board for an easy 20%+ energy savings. With gas prices going higher and higher, it won't be a big deal if it costs more either.
A decade? That is wildly optimistic. You don't go from "present in a test mule" to "all new cars have it" with a major mechanical system in 10 years. It just doesn't happen.
Correct, a lot of the Acura versions of the 3.2 and 3.5L V6s have a flapper door in the intake manifold that alters the resonance at higher rpms.. Pretty clever little system.
Adrian_Thompson wrote: Just think about it. The original Cosworth DFV back in 1967 made 400hp at 8,500rpm. That's 133hp/l in a pure F1 race engine that needed frequent rebuilds. Now we are talking about a road engine that made 120hp/l @ 9,000rpm in it's original form 32 years later!!! Changing topics. While the 9k rpm and and 240hp are great, lets not forget even with double cam profiles and VTEC, this engine was/is still relatively gutless at around town speeds. The Duratec/MZE is far far better at low rpm which is where most road cars spend 95% of their time. IF you want you can buy an off the shelf Duratec from Cosworth in 2.0 or 2.3L guise making anywhere from 205-280hp with much much more available in specialty race engines
Are Duratec/mze engine from cosworth build from the ground up as a new engine or do you have to trade in your existing engine like Tomei racing ... how does this work?
neily wrote:Adrian_Thompson wrote: Just think about it. The original Cosworth DFV back in 1967 made 400hp at 8,500rpm. That's 133hp/l in a pure F1 race engine that needed frequent rebuilds. Now we are talking about a road engine that made 120hp/l @ 9,000rpm in it's original form 32 years later!!! Changing topics. While the 9k rpm and and 240hp are great, lets not forget even with double cam profiles and VTEC, this engine was/is still relatively gutless at around town speeds. The Duratec/MZE is far far better at low rpm which is where most road cars spend 95% of their time. IF you want you can buy an off the shelf Duratec from Cosworth in 2.0 or 2.3L guise making anywhere from 205-280hp with much much more available in specialty race enginesAre Duratec/mze engine from cosworth build from the ground up as a new engine or do you have to trade in your existing engine like Tomei racing ... how does this work?
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