i-VTEC

[Nightshade]

Ssssh! Let's remember that TB's an idiot, don't confuse him with facts.
After all, he says things like "all-motor motor" because he's too dumb to know what "normally aspirated" means.

[Doombrain]

COSWORTH FORD FVA 1969 ENGINE SPECIFICATION SHEET
Capacity: 1594cc Bore: 3.375” Stroke: 2.722”
Compression ratio: 12.0 to 1
Gross horsepower rating: 225bhp minimum @ 9000rpm
Gross torque rating: 135lb. ft @ 8000rpm

this engine has a windmill

[Nightshade]

Negative.

[ToxicBug]

Its powerful, extremely reliable, can spend days in cut-off, responds very well to modifications (10whp gain from a good cold air intake, k20a2 (200hp stock) + cold air intake, headers, exhaust, hondata = 200whp), people have gotten 500whp++ with a turbocharged K20A2 on stock internals. Nothing beats this engine. Nothing.

K20A specs:

2.0L all motor
HP 220 @ 8000RPM
Torque 152 lb/ft @ 7000 RPM

The F20 puts out greater numbers bone stock.

That doesn't make it a better engine.

[Nightshade]

You don't have a fucking clue what makes one engine better than another.

[Doombrain]

Negative.

fuckin hell you're right. That's a good engine.

What TB the idiot doesn’t get is there are companies that specialized engines, while companies like Honda, even thought they do make great cars, can’t dedicate the time and resource like a company like Cosworth to making an engine for production cars, he just can’t get it. It’s like saying Honda make a faster production car than Lotus do. And don’t bring that F1 crap because Honda set another company up to make those engines.

[Nightshade]

Yeah, and they made it in 1969.

Now, if ToxicDud wants to start talking turbocharged engines, I'm gonna drop the Ford RS200 bomb on his dumb ass.

[Doombrain]

or the first BMW 1.4 Turbo F1 engine which output 1000bhp

[Nightshade]

Oh hell, I wasn't even going to go into F1.

[shaft]

[Doombrain]

Originally starting off making motorcycles, Honda's motorsports mindset flew sky-high to four wheels, and all the way to formula 1. The VTEC is an engine that was born from the long history of such a motorsports mindset that Honda has had. Let's get into detail about why the VTEC is such a great engine. Engine power is decided by the amount of air available. Though quite a simplified statement, it is basically true. The more air the engine has to suck in, the more power is produced. The reason racing engines have shorter strokes is because so they can suck in more air. By making the stroke shorter and the bore larger, one can make the valve cones bigger -- which translates into more air into the cylinder. Raising the rpm's will also allow more air to come in -- in a shorter time.

As we mentioned earlier, it's easy to think of enlarging the valve's cone size to get more air, but since the engine is a moving object, the ultimate factor affecting air flow would be rpm's. Normally, we don't feel the "weight" of air, but air has its weight and it has 'adhesiveness'. Thus, inertial forces apply when trying to move air. Once not moving, hard to get moving but once moving, hard to stop. Here, we introduce the relationship between engine rpm and valve timing. Contrary to popular belief, the valves don't open and close exactly when the piston reaches its top and bottom cycle. The intake valve begins to open before the piston reaches the top, and closes after the piston reaches the bottom. The exhaust valve begins to open as the piston reaches the bottom, and begins to close as the piston after the piston reaches the top. As the engine rpm's increase, air will gain inertial force, and even when the piston reaches the bottom, air will continue to 'want' to flow in. Thus, to obtain as much air as possible without causing inefficiencies from inertial forces, the best solution would be to have the valve timing change with the increase in engine rpm.

Since that is (was) impossible to do, the valve timing is set according to the use that the engine is to see. Thus, normal street engines have little power in the upper rpm's, and race cars with high rpm power have little low-end torque. The VTEC was invented in order to compliment both. The VTEC's camshaft has a low-rpm and high-rpm camshaft. While in lower rpm's, the valve timing goes along with the low-rpm cam. Furthermore, the low-rpm cam has different settings for both valves, and this helps produce efficient burn-off. Once the engine reaches high rpm's, the rocker arm pulls the low-rpm cam and high-rpm cam together. This effectively allows the high-rpm cam to control the two valve timings. By this mechanism, the engine is able to get sufficient air in both low rpm's and high rpm's. This translates into an easily handled engine with an even torque band, and still with plenty of power in the high-end.

The one item that made the VTEC possible in the DOHC 4-valve engine (which Honda hadn't used since the S800 -- 13 years ago) was the rocker arm. Until then, most engines with DOHC employed a system where the dual overhead cams controlled the valve timings directly. This is because both intake and exhaust valves were given their independent camshafts, and it allowed for the removal of the rocker arm which is essential in a OHC engine. However, Honda saw that they could get more valve lift from employing a rocker arm in a DOHC, of all engines, but proceeded to do so anyway. Was this intentional, or a discovery made during the course of work? We don't know. But what we do know is that the DOHC and the rocker arm combining was the birthplace for the VTEC. To explain the switching-over of the VTEC engine further... In low rpm's, both valves are controlled by their respective cams. When the engine reaches higher rpm's, the rocker arm that controls the high-rpm cam and the low-rpm cam are connected by one pin. By that pin moving, the high-rpm cam in the 'middle' and the low-rpm cams to the sides of it, move in the same fashion as the high-rpm cam. The pin is controlled by oil pressure, and in addition, Honda employed a mechanism, dubbed the 'motion loss method'. When the high-rpm cam rocker arm is moving freely, a spring is placed below it so that the cam switching will occur smoothly. This helps the pin on each rocker arm to move smoothly as well. By using the VTEC, the engine now has great masses of air coming into the air at both low and high rpm's.

To heighten that effect, the intake manifold was made in a direct, straight-away fashion, and dual exhaust manifolds were used. Toru Kitamoto, then director/chief of the VTEC project has mentioned before, but by making a normal street engine that could rev past 8,000 rpm, Honda was forced to upgrade other components of the car which were clearly not made for such high rpm's. The main concern was for moving parts and the need to make them lighter, stiffer, and more resistant to heat became essential. The more compact, lighter camshafts were made from a new metal using high-carbon and high-chrome mixtures, and then tempered to increase maximum surface pressure between the cam and the rocker arm. The valves were made from a new material using molybdenum and titanium making them highly heat resistant, the cone area to be increased, the shaft to be lightened, and reducing the valve weight by over 20%. The pistons were re-designed to make them lighter and stronger.

To enhance heat resistance, an oil jet was pointed at the piston's hind end, and this allowed for the piston to cool faster. The crankshaft was micro-polished to improve surface strength and prevent unwanted "burn-ins" at high rpm's. The timing belt was made from stronger material, the notches were strengthened, and the pulley itself was made with fewer rim spokes and made with a lighter material. The cylinder block was lightened and made compact by using the 'siamese' construction method. By making the water jacket larger and combining the oil gallery with the engine block, this allowed for better dissipation of heat. It is also noteworthy that the water-cooled oil cooler is combined and located in the same position as the oil filter. The throttle body was also upgraded by using a flat-cylinder type throttle body, and by putting ball-bearings in the throttle opening axle for smoother throttle opening. By making the cylinder block shape a deeper cut, the block was strengthened, and the transmission connection used a new, two-latch system.

By upgrading all components surrounding the new engine, Honda was able to keep the vibration and sound intruding into the driver's area very low. Higher engine performance shouldn't compromise for lower driving 'feel'. The reason these upgrades worked so well with the engine was probably because the engineer's mindsets always included making each component lighter and more compact.

Honda is famous for its engines. Its first 4-wheel automobile (which was the T360 truck) already had the DOHC engine, and the VTEC is yet another highlight of Honda's renown engine making. However, what makes Honda's car designing so radical is that their bread-and-butter engine never overshadows the driver, but instead, is a small, seemingly insignificant thing doing its job. What it all comes down to is this. Honda is a company with deep roots in racing. Even when the first DOHC engine came out, it was made so that a small engine could produce high power. With the introduction of the VTEC which allows a specific output of 100 horsepower per litre, it was surely a shock to the rest of the automotive world, but the engine was and is pure Honda.

[Nightshade]

Isn't it funny how ToxicCunt only posts in a thread until someone shuts him down? Then he just acts like the whole thing never happened.

[Doombrain]

bless 'im

[ToxicBug]

First of all I don't come online this often, second of all I just find it pointless arguing with dumb fucks like you.

[MKJ]

because no matter what, you're still wrong?

[ToxicBug]

Originally starting off making motorcycles, Honda's motorsports mindset flew sky-high to four wheels, and all the way to formula 1. The VTEC is an engine that was born from the long history of such a motorsports mindset that Honda has had. Let's get into detail about why the VTEC is such a great engine. Engine power is decided by the amount of air available. Though quite a simplified statement, it is basically true. The more air the engine has to suck in, the more power is produced. The reason racing engines have shorter strokes is because so they can suck in more air. By making the stroke shorter and the bore larger, one can make the valve cones bigger -- which translates into more air into the cylinder. Raising the rpm's will also allow more air to come in -- in a shorter time.

As we mentioned earlier, it's easy to think of enlarging the valve's cone size to get more air, but since the engine is a moving object, the ultimate factor affecting air flow would be rpm's. Normally, we don't feel the "weight" of air, but air has its weight and it has 'adhesiveness'. Thus, inertial forces apply when trying to move air. Once not moving, hard to get moving but once moving, hard to stop. Here, we introduce the relationship between engine rpm and valve timing. Contrary to popular belief, the valves don't open and close exactly when the piston reaches its top and bottom cycle. The intake valve begins to open before the piston reaches the top, and closes after the piston reaches the bottom. The exhaust valve begins to open as the piston reaches the bottom, and begins to close as the piston after the piston reaches the top. As the engine rpm's increase, air will gain inertial force, and even when the piston reaches the bottom, air will continue to 'want' to flow in. Thus, to obtain as much air as possible without causing inefficiencies from inertial forces, the best solution would be to have the valve timing change with the increase in engine rpm.

Since that is (was) impossible to do, the valve timing is set according to the use that the engine is to see. Thus, normal street engines have little power in the upper rpm's, and race cars with high rpm power have little low-end torque. The VTEC was invented in order to compliment both. The VTEC's camshaft has a low-rpm and high-rpm camshaft. While in lower rpm's, the valve timing goes along with the low-rpm cam. Furthermore, the low-rpm cam has different settings for both valves, and this helps produce efficient burn-off. Once the engine reaches high rpm's, the rocker arm pulls the low-rpm cam and high-rpm cam together. This effectively allows the high-rpm cam to control the two valve timings. By this mechanism, the engine is able to get sufficient air in both low rpm's and high rpm's. This translates into an easily handled engine with an even torque band, and still with plenty of power in the high-end.

The one item that made the VTEC possible in the DOHC 4-valve engine (which Honda hadn't used since the S800 -- 13 years ago) was the rocker arm. Until then, most engines with DOHC employed a system where the dual overhead cams controlled the valve timings directly. This is because both intake and exhaust valves were given their independent camshafts, and it allowed for the removal of the rocker arm which is essential in a OHC engine. However, Honda saw that they could get more valve lift from employing a rocker arm in a DOHC, of all engines, but proceeded to do so anyway. Was this intentional, or a discovery made during the course of work? We don't know. But what we do know is that the DOHC and the rocker arm combining was the birthplace for the VTEC. To explain the switching-over of the VTEC engine further... In low rpm's, both valves are controlled by their respective cams. When the engine reaches higher rpm's, the rocker arm that controls the high-rpm cam and the low-rpm cam are connected by one pin. By that pin moving, the high-rpm cam in the 'middle' and the low-rpm cams to the sides of it, move in the same fashion as the high-rpm cam. The pin is controlled by oil pressure, and in addition, Honda employed a mechanism, dubbed the 'motion loss method'. When the high-rpm cam rocker arm is moving freely, a spring is placed below it so that the cam switching will occur smoothly. This helps the pin on each rocker arm to move smoothly as well. By using the VTEC, the engine now has great masses of air coming into the air at both low and high rpm's.

To heighten that effect, the intake manifold was made in a direct, straight-away fashion, and dual exhaust manifolds were used. Toru Kitamoto, then director/chief of the VTEC project has mentioned before, but by making a normal street engine that could rev past 8,000 rpm, Honda was forced to upgrade other components of the car which were clearly not made for such high rpm's. The main concern was for moving parts and the need to make them lighter, stiffer, and more resistant to heat became essential. The more compact, lighter camshafts were made from a new metal using high-carbon and high-chrome mixtures, and then tempered to increase maximum surface pressure between the cam and the rocker arm. The valves were made from a new material using molybdenum and titanium making them highly heat resistant, the cone area to be increased, the shaft to be lightened, and reducing the valve weight by over 20%. The pistons were re-designed to make them lighter and stronger.

To enhance heat resistance, an oil jet was pointed at the piston's hind end, and this allowed for the piston to cool faster. The crankshaft was micro-polished to improve surface strength and prevent unwanted "burn-ins" at high rpm's. The timing belt was made from stronger material, the notches were strengthened, and the pulley itself was made with fewer rim spokes and made with a lighter material. The cylinder block was lightened and made compact by using the 'siamese' construction method. By making the water jacket larger and combining the oil gallery with the engine block, this allowed for better dissipation of heat. It is also noteworthy that the water-cooled oil cooler is combined and located in the same position as the oil filter. The throttle body was also upgraded by using a flat-cylinder type throttle body, and by putting ball-bearings in the throttle opening axle for smoother throttle opening. By making the cylinder block shape a deeper cut, the block was strengthened, and the transmission connection used a new, two-latch system.

By upgrading all components surrounding the new engine, Honda was able to keep the vibration and sound intruding into the driver's area very low. Higher engine performance shouldn't compromise for lower driving 'feel'. The reason these upgrades worked so well with the engine was probably because the engineer's mindsets always included making each component lighter and more compact.

Honda is famous for its engines. Its first 4-wheel automobile (which was the T360 truck) already had the DOHC engine, and the VTEC is yet another highlight of Honda's renown engine making. However, what makes Honda's car designing so radical is that their bread-and-butter engine never overshadows the driver, but instead, is a small, seemingly insignificant thing doing its job. What it all comes down to is this. Honda is a company with deep roots in racing. Even when the first DOHC engine came out, it was made so that a small engine could produce high power. With the introduction of the VTEC which allows a specific output of 100 horsepower per litre, it was surely a shock to the rest of the automotive world, but the engine was and is pure Honda.

you could've just posted the link http://www.hondarevolutions.com/html/vtec.htm

[Doombrain]

OMG YOU KNOW WHERE I GOT IT FROM

nerd.

[Nightshade]

First of all I don't come online this often, second of all I just find it pointless arguing with dumb fucks like you.

Yeah, it couldn't have anything to do with the fact that DB and I are both more intelligent than you and have far more mechanical experience, could it? And let's not overlook how fucking wrong and retarded you are.

[Doombrain]

Let’s not also forget how he claimed to be a budding semi-pro photographer but didn’t know the difference between an SLR and a compact camera

[Nightshade]

Fuck, he couldn't even tell the difference between a car and a camera.

[Dark Metal]

Actually I believe the SR20DE is the best and most versatile 2.0 on the planet, but thanks for coming out.

[Nightshade]

NUH UH! VTECH REPRESENT!!! I RED IT ON LOLZHONDAPWNZ.COM!

[Dark Metal]

The SR20 is a Nissan engine, so no Vtec fool.

[Nightshade]

The SR20 is a Nissan engine, so no Vtec fool.

YO NO SHIT, GLACIERJOCKEY MUTHAFACKO, DAZ WUT I WUZ SAYIN' YO. FUK YO WACK NISSAN SHIT. W3RD.

[MKJ]

NUH UH! VTECH REPRESENT!!! I RED IT ON LOLZHONDAPWNZ.COM!

olo