Possible reason the new Si isn't so good?
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Possible reason the new Si isn't so good?
I'm not sure how much to trust SCC's numbers or analysis, I haven't been getting it long enough. But they say, at low RPMs one intake valve follows the primary lobe, and the other follows a secondary smaller lobe, and the i-VTEC in the K20A3 activates at 2300 where only the intake valves change to the high cam profile. The exhaust valves never change over, thus the reason for the whimpy performance, lack of 8000+ RPM redline and no scream. Basically, the 11:1 compression and the 2.0L Displacement account for the 33 HP over the EX. Essentially, they have the same VTEC system as we do, just with an extra camshaft that has fixed timing. It's no faster than the EX (they clocked a 1/4 in 16.2/85.1).
Does anyone know if this is true?
Meanwhile the K20A2 has all the goodies.
Does anyone know if this is true?
Meanwhile the K20A2 has all the goodies.
Tell me what you don't like about yourself....
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Rep Power: 413 Now that's interesting.......makes me glad i stayed with the EX and not go with the egg shaped Si.
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Rep Power: 0 I get that mag too, actually just read the article about the homebuilt CTR, I believe they mentioned that the day they did the tests it was hot out, like REALLY hot out. So those numbers listed are a tad lower than they should be.
umm.....well, im confused
i thought that the b series engines w/ DOHC VTEC only acuated one cam as well, the exhaust cam......the first "VTEC" noise that you hear is not the intake camshaft changing, but instead the secondary intake manifold opening or changing.....then when the car goes nuts in the higher rpms ( i think around 6k rpm) that is in fact vtec engaging and switching the exhaust camshaft lobes over....
i thought that the b series engines w/ DOHC VTEC only acuated one cam as well, the exhaust cam......the first "VTEC" noise that you hear is not the intake camshaft changing, but instead the secondary intake manifold opening or changing.....then when the car goes nuts in the higher rpms ( i think around 6k rpm) that is in fact vtec engaging and switching the exhaust camshaft lobes over....
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Rep Power: 0 Ok the K20A3 doesnt have all the goodies the K20A2 does. I wondering about the K20A2 type s and K20A2 type r. I heard the only difference is the exhaust and something with the ecu? So what is the difference?
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[hr]Originally posted by: NeoMagus
There is no K20A2 Type R. It is K20A. Higher compression, higher redline, more aggressive camshafts, factory port and polish to say the least.[hr]
[hr]Originally posted by: NeoMagus
There is no K20A2 Type R. It is K20A. Higher compression, higher redline, more aggressive camshafts, factory port and polish to say the least.[hr]
As per HT:
The differences between the Type R and the American Type-S are subtle, but noteworthy. The engine is designated as a "K20A," but there's no numerical distinction. In Japan, the engine is rated at 220 hp and 152 lb-ft of torque. This difference is achieved through a few tricks, however, these engines do not undergo the meticulous hand porting of the B18C5. Instead, the differences are due to better breathing, compression and computer tuning.
The head on the Type R is cast using a special process with finer grains of sand. The result is smoother intake and exhaust ports, sufficiently smooth that they don't require additional hand porting. The exhaust system is quite different though. In the U.S., the exhaust is immediately collected through a short header into the catalytic converter. Basically, the converter itself is the downpipe for the exhaust system. The Japanese Type R, however, uses a much freer flowing system that is essentially a classic "tri-Y" header. The catalyst is much further down the exhaust stream, allowing for the freer flowing system. These changes certainly account for a good chunk of the Type R's increased power.
Another important factor is the increased compression ratio. The American Type-S has a good 11.0:1 ratio, but the Type R uses different pistons with a chromoly skirt. The compression rate is even higher, at 11.5:1. It also means that the Type R really wants to drink high-octane Japanese gasoline. 100-octane gas is sold at the pump in Japan, cushioning the system against detonation much better than the 91-octane swill we have in California.
More about the K20A and Ziel/JIC-Magic's RSX Type "R".
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Rep Power: 0 Makes the Si sound deprived.
And for the lazy, here is the Type R's "tri-Y header" and cat-converter. Looks pretty sick.
Can I put that on my car?
On top of that the exhaust note sounds shaweeeeeeeet.
And for the lazy, here is the Type R's "tri-Y header" and cat-converter. Looks pretty sick.
Can I put that on my car?
On top of that the exhaust note sounds shaweeeeeeeet. 
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Rep Power: 0 It's pretty simple. The new Si is damn heavy. If it was under 2400lbs like all of the older hatchbacks, they'd have a winner. But they're going the way VW went. Look at the old late 80s early 90s GTis and then compare them to new ones. They've gained almost 1000lbs! Pity honda is going that way, but i guess that's what happens when a car is designed in europe.
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[hr]Originally posted by: SoNiCcIvIc
Makes the Si sound deprived.
And for the lazy, here is the Type R's "tri-Y header" and cat-converter. Looks pretty sick.
Can I put that on my car? On top of that the exhaust note sounds shaweeeeeeeet.[hr]
[hr]Originally posted by: SoNiCcIvIc
Makes the Si sound deprived.
And for the lazy, here is the Type R's "tri-Y header" and cat-converter. Looks pretty sick.
Can I put that on my car?
On top of that the exhaust note sounds shaweeeeeeeet.[hr]
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[hr]Originally posted by: Neonmike
It's pretty simple. The new Si is damn heavy. If it was under 2400lbs like all of the older hatchbacks, they'd have a winner. But they're going the way VW went. Look at the old late 80s early 90s GTis and then compare them to new ones. They've gained almost 1000lbs! Pity honda is going that way, but i guess that's what happens when a car is designed in europe.[hr]
[hr]Originally posted by: Neonmike
It's pretty simple. The new Si is damn heavy. If it was under 2400lbs like all of the older hatchbacks, they'd have a winner. But they're going the way VW went. Look at the old late 80s early 90s GTis and then compare them to new ones. They've gained almost 1000lbs! Pity honda is going that way, but i guess that's what happens when a car is designed in europe.[hr]
Quote
[hr]Yet honda america somehow managed to make the civic coupes lighter than the previous ones (yaay struts!). [hr]
[hr]Yet honda america somehow managed to make the civic coupes lighter than the previous ones (yaay struts!). [hr]
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[hr]Originally posted by: mwwhonda
yeah, umm, id rather the car be the same weight as the 6th gen, and still have double wishbones [hr]
[hr]Originally posted by: mwwhonda
Quote
[hr]Yet honda america somehow managed to make the civic coupes lighter than the previous ones (yaay struts!). [hr]
[hr]Yet honda america somehow managed to make the civic coupes lighter than the previous ones (yaay struts!). [hr]
[hr]
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[hr]Quote
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Originally posted by: mwwhonda
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Yet honda america somehow managed to make the civic coupes lighter than the previous ones (yaay struts!).
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yeah, umm, id rather the car be the same weight as the 6th gen, and still have double wishbones
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I don't see why people look down on the MacPherson suspension. The 98 Spec Integra Type R is double-wishbone right? The new 2k1 Integra (RSX) Type R has the MacPherson as well in the front and will run circles around the DC2R. [hr]
[hr]Quote
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Originally posted by: mwwhonda
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Yet honda america somehow managed to make the civic coupes lighter than the previous ones (yaay struts!).
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yeah, umm, id rather the car be the same weight as the 6th gen, and still have double wishbones
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I don't see why people look down on the MacPherson suspension. The 98 Spec Integra Type R is double-wishbone right? The new 2k1 Integra (RSX) Type R has the MacPherson as well in the front and will run circles around the DC2R. [hr]
a stock 01 type r may not handel as well as a 02 rsx-r...BUT the 01 will most definetly ride smoother, more comfortably, and have NO bumpsteer!
in addition, if aftermarket parts are implicated, the 01 will not only handle better, but will still retain acceptable ride quality, where the 02 rsx will have almost no suspension travel, and an extreme amount of bumpsteer.
face if guys, honda made a mistake.......bring the double wishbones back
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[hr]Originally posted by: mwwhonda
handling and ride quality are two completly different issues, espcially when it comes to aftermarket parts...
a stock 01 type r may not handel as well as a 02 rsx-r...BUT the 01 will most definetly ride smoother, more comfortably, and have NO bumpsteer!
in addition, if aftermarket parts are implicated, the 01 will not only handle better, but will still retain acceptable ride quality, where the 02 rsx will have almost no suspension travel, and an extreme amount of bumpsteer.
face if guys, honda made a mistake.......bring the double wishbones back[hr]
[hr]Originally posted by: mwwhonda
handling and ride quality are two completly different issues, espcially when it comes to aftermarket parts...
a stock 01 type r may not handel as well as a 02 rsx-r...BUT the 01 will most definetly ride smoother, more comfortably, and have NO bumpsteer!
in addition, if aftermarket parts are implicated, the 01 will not only handle better, but will still retain acceptable ride quality, where the 02 rsx will have almost no suspension travel, and an extreme amount of bumpsteer.
face if guys, honda made a mistake.......bring the double wishbones back
[hr]
First of all, the JDM "RSX-R" was born as a 2k1. A year later Acura gets the 4th generation Integra for 02 but I'm sure you know that.
Second. Ride comfort in the DC2R was horrible for people who don't live on smooth roads. It was not the best compromise to increase the handling. In fact, people complained about it so much, with the new "RSX-R" Honda raised the ride height for a more comfortable ride... AND it handles better than the older Integra Type R.
Do you need proof?
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