VVTL-i has variable lift and a cam change over like VTEC, and the Valvetronic system I linked for BMW also does this. I believe Nissan's VVEL does this, VarioCam for Porsche, and I think MIVAC for Mitsubishi.
Honda beat everyone to the game, but that was in 1989. Everyone has caught up at this point.
VVTL-i has variable lift and a cam change over like VTEC, and the Valvetronic system I linked for BMW also does this. I believe Nissan's VVEL does this, VarioCam for Porsche, and I think MIVAC for Mitsubishi.
Honda beat everyone to the game, but that was in 1989. Everyone has caught up at this point.
Even if it wasn't 10k, it's still amazing, and it's not even the 20V.
iirc the 20V can rev to around 8200 stock, so 10k is possible without race car bits.
Yeah that's really pushing it. Another 2000 RPMs worth of reving is actually a large amount. Especially when going into 8000+ territory. You start getting into forces completely different than how they normally occur under 8000. Not to mention the air. To get usable torque up there is a totally new challenge. Honda knew this when they designed their B, F, and K-series engines (heads, specifically.) Especially when they got 100+ percent volumetric efficiency out of the F20C. Now thats some amazing plenum, runner, port, chamber, and exhaust design! Look for videos of any Gr. A and F Atlantic series engines. Those are some 10k-capable engines. Well the Gr. A one's probably good for like 9000.
Well the main things that factor into the sound an engine produces are mostly things you can't just "bolt on." Things like intake and exhaust runner design, ports, and combustion chamber design. And pretty much all of the N2 guys have highly ported/modified ports and exhaust runners.
Bopop4
Anybody know why it sounds rougher than the Honda?
Is it because of the valve angles?
Well the main things that factor into the sound an engine produces are mostly things you can't just "bolt on." Things like intake and exhaust runner design, ports, and combustion chamber design. And pretty much all of the N2 guys have highly ported/modified ports and exhaust runners.
Probably because the majority of b-series notes you've heard have beed engines without ITBs.
It's not just what the racing guys have that makes it sound different, I can hear the roughness even on a stock motor.
And I don't think it's the throttle bodies, I listened to it on youtube and while the Honda is still very smooth, it doesn't have the howl of the Toyota.
It's not just what the racing guys have that makes it sound different, I can hear the roughness even on a stock motor.
And I don't think it's the throttle bodies, I listened to it on youtube and while the Honda is still very smooth, it doesn't have the howl of the Toyota.
The same is true for stock engines. Even if the dispacement is the same, the runners, ports, chamber, and exhaust will be different. Also, HOW the engine "produces" it's displacement will factor in. Does it have more stroke than bore? Or more bore than stroke?
Also, ITBs make a huge difference in sound. A 1.8 miata engine with ITBs and cams (nothing too agressive) sounds almost the same as a B18 with ITBs.
B16 with ITBs
Miata 1.6 with ITBs
16v 4AG with ITBs
B18C with ITBs (in a mini)
01-05 Miata BP 1.8 with ITBs
The sound similarities would be even more similar if they all at least used the same camera.
