Back to the basics: Torque - Page 3

reboticon · 08-21-08, 10:55 PM

Eh i like your threads. They aren't " MY D4 LIGHT IS BLINKING" or "CAR IS OVERHEATING - HELP" topics. A lot of the old hats aren't around here anymore, and id rather get answers from people i can ask follow up questions to, then searching old threads from years ago.

The Crowing · 08-21-08, 11:02 PM

^ditto. I have/had a mess of questions on Diaz's 3.5 writeup, and I had to figure most out myself, and pry it out of a few other members here.

I try to give help when and where I can. Look; most of my threads are in the G2 section. For the longest time, I never even looked in the Lounge or anywhere else. Now that I have more free time, I roam a bit more and try to entertain, but... if I am becoming a bother, I'll give myself a vacation.

sap · 08-22-08, 02:10 AM

+1 not bothered. You post a lot, but they seem to fit with the normal flow pretty well. If Dv8 hadn't posted that list I wouldn't have noticed you post that much.

reboticon · 08-22-08, 02:27 AM

Yeah i just recently realized that you get better answers from smarter people if you post in the engine modification forum instead of the standard G2 forum. Topics just get bumped too fast in that one, and a lot of people give misinformation.

The Crowing · 08-22-08, 02:29 AM

Well, that list will look the same for anybody if you click on "View all threads started by ______" in their user profile....

But anyway, back on topic.

New question:

Raising compression, shaving heads; obviously this increases power, but is this equal to both hp and torque evenly through the power band? Which is better: shaving heads, or changing pistons?

reboticon · 08-22-08, 06:04 AM

Well for price and ease, shaving the heads would be way simpler. I don't know how much good it will do you. I can't recall off the top of my head what the 3.2 compression ratio is, but i want to say 10:1. Thats already pretty damn high. You could go higher but you would need to use race gas and have a chip or AEM to take advantage of it.

How come you don't seem to like the cam ideas?

Just checked, 3.2 can be overbored .020. thats not very much at all. not sure what the 3.5 can be bored to.

91sedan · 08-22-08, 08:05 AM

Quote:

Originally Posted by The Crowing

The aluminum pulley weighs about 20 pounds less than the stock one.

To eliminate the A/C system, I pulled everything out: Compressor, condensor, lines, receiver/dryer, and evaporator. Then I plugged the hole in the firewall where the A/C lines ran through.

...I should have weighed all that shit for the wiki. Damnit.

I could weigh it all, i'm in the process of removing my A/C system if that would help

91sedan · 08-22-08, 08:12 AM

Quote:

Originally Posted by reboticon

Well for price and ease, shaving the heads would be way simpler. I don't know how much good it will do you. I can't recall off the top of my head what the 3.2 compression ratio is, but i want to say 10:1. Thats already pretty damn high. You could go higher but you would need to use race gas and have a chip or AEM to take advantage of it.

How come you don't seem to like the cam ideas?

Just checked, 3.2 can be overbored .020. thats not very much at all. not sure what the 3.5 can be bored to.

I believe the stock compression ratio is 9.6:1

The Crowing · 08-22-08, 11:56 AM

^You are correct.

Is 11:1 unreasonable? >.>

**B+O** · 08-22-08, 12:51 PM

torque is just the manipulation of engine breathing sequence.

You can have one or the other dynamically. you can't have both.

What Variable Valve timing and came phasing and all those little electronic gadgets do is adjust the valve overlap, lift, and duration to switch to a breathing pattern that is more conducive to higher rpm...

Think of it like you're breathing normally. when you strain you sometimes hold your breath, or breath really slowly. In practice that's kind of what's happening with your engine.

when you're running, even though it's not good practice, you generally end up breathing through your mouth for more air flow.

Engines work somewhat the same, when you want it to push really hard you've got to make sure the runners are long, make the valve overlap shorter, make the cam duration a little less, and valve lift is somewhat shortened. What this does is speeds up the air flow at lower RPM for a ram effect...it breaths well in the lower RPM but suffocates (holds its breath) in the higher rpm. Like breaking out in a sprint race breathing solely through your nose...boogers flyin everywhere.

When you want to run you've got to make sure there's plenty of air to use. so runners will be short, valve overlap will be more, duration of cams will be longer, valve lift as well will be increased. What this does is slow down air at the lower rpm, (low torque) but up top it allows for a quick supply of air for the engine so it can breath efficiently...basically breathing with its mouth open.

This is the principle of VIS and VTEC.

Openning up the butterflies in the intake manifold essentially shortens the runners as the engine gets higher in the RPM.

With VTEC, the cam shaft's duration in the higher RPMs is increased, as well as its lift.

For all intents and purposes, the best bet for a shift in torque would be to add more volume in the cylinders without adjusting too much on the top end.

DandDEE · 08-22-08, 01:02 PM

(B+O) u know every time u explain something the first time i always get it

The Crowing · 08-22-08, 01:15 PM

^Yeah, that was very good. Do you present a lot for a living?

dog2525 · 08-22-08, 01:18 PM

Quote:

Originally Posted by DandDEE

(B+O) u know every time u explain something the first time i always get it

All I understood is yey vtak

reboticon · 08-23-08, 06:39 AM

You could get away with 11:1 compression but it would limit your abilities to boost it in the future. So if you are gonna stay NA, yeah boost it to 11:1, but if you are thinking turbo or super later, then stick with 9.6.

The Crowing · 08-23-08, 11:40 AM

Which is better?

11:1 with ~3psi

9.6:1 with ~8psi

08-21-08, 10:55 PM	#31 (permalink)
reboticon Registered User Join Date: May 2008 Location: Knoxville Posts: 1,119 Car 1: 95 Black 4dr Car 2: 92 Blue 4dr Car 3: 71 429& 87 5.0Tbirds iTrader: (3)	Eh i like your threads. They aren't " MY D4 LIGHT IS BLINKING" or "CAR IS OVERHEATING - HELP" topics. A lot of the old hats aren't around here anymore, and id rather get answers from people i can ask follow up questions to, then searching old threads from years ago. __________________ Fixing legends is easier than fixing lolcats, but the parts are way more expensive.. My Wiring Nightmare..http://www.acura-legend.com/vbulleti...59/index3.html

08-22-08, 02:27 AM	#34 (permalink)
reboticon Registered User Join Date: May 2008 Location: Knoxville Posts: 1,119 Car 1: 95 Black 4dr Car 2: 92 Blue 4dr Car 3: 71 429& 87 5.0Tbirds iTrader: (3)	Yeah i just recently realized that you get better answers from smarter people if you post in the engine modification forum instead of the standard G2 forum. Topics just get bumped too fast in that one, and a lot of people give misinformation. __________________ Fixing legends is easier than fixing lolcats, but the parts are way more expensive.. My Wiring Nightmare..http://www.acura-legend.com/vbulleti...59/index3.html

08-22-08, 06:04 AM	#36 (permalink)
reboticon Registered User Join Date: May 2008 Location: Knoxville Posts: 1,119 Car 1: 95 Black 4dr Car 2: 92 Blue 4dr Car 3: 71 429& 87 5.0Tbirds iTrader: (3)	Well for price and ease, shaving the heads would be way simpler. I don't know how much good it will do you. I can't recall off the top of my head what the 3.2 compression ratio is, but i want to say 10:1. Thats already pretty damn high. You could go higher but you would need to use race gas and have a chip or AEM to take advantage of it. How come you don't seem to like the cam ideas? Just checked, 3.2 can be overbored .020. thats not very much at all. not sure what the 3.5 can be bored to. __________________ Fixing legends is easier than fixing lolcats, but the parts are way more expensive.. My Wiring Nightmare..http://www.acura-legend.com/vbulleti...59/index3.html

08-23-08, 06:39 AM	#44 (permalink)
reboticon Registered User Join Date: May 2008 Location: Knoxville Posts: 1,119 Car 1: 95 Black 4dr Car 2: 92 Blue 4dr Car 3: 71 429& 87 5.0Tbirds iTrader: (3)	You could get away with 11:1 compression but it would limit your abilities to boost it in the future. So if you are gonna stay NA, yeah boost it to 11:1, but if you are thinking turbo or super later, then stick with 9.6. __________________ Fixing legends is easier than fixing lolcats, but the parts are way more expensive.. My Wiring Nightmare..http://www.acura-legend.com/vbulleti...59/index3.html

Thread Tools
Show Printable Version Email this Page
Display Modes	Rate This Thread
Linear Mode Switch to Hybrid Mode Switch to Threaded Mode	Rate This Thread:

Remove Advertisements Sponsored Links
The Acura Legend & Acura RL Forum Advertisement

08-22-08, 02:10 AM	#33 (permalink)
sap burning dinosaur bones Join Date: Jul 2008 Location: Edmonton, AB, Canada Posts: 620 Car 1: 93 L Coupe 6MT Car 2: 86 Camaro IROC Z Car 3: 05 Grand Caravan iTrader: (0)	+1 not bothered. You post a lot, but they seem to fit with the normal flow pretty well. If Dv8 hadn't posted that list I wouldn't have noticed you post that much.

08-22-08, 12:51 PM	#40 (permalink)
B+O The Mac vs. The Mack Join Date: Mar 2002 Location: VSC Moderator Posts: 12,421 Car 1: why? iTrader: (1)	torque is just the manipulation of engine breathing sequence. You can have one or the other dynamically. you can't have both. What Variable Valve timing and came phasing and all those little electronic gadgets do is adjust the valve overlap, lift, and duration to switch to a breathing pattern that is more conducive to higher rpm... Think of it like you're breathing normally. when you strain you sometimes hold your breath, or breath really slowly. In practice that's kind of what's happening with your engine. when you're running, even though it's not good practice, you generally end up breathing through your mouth for more air flow. Engines work somewhat the same, when you want it to push really hard you've got to make sure the runners are long, make the valve overlap shorter, make the cam duration a little less, and valve lift is somewhat shortened. What this does is speeds up the air flow at lower RPM for a ram effect...it breaths well in the lower RPM but suffocates (holds its breath) in the higher rpm. Like breaking out in a sprint race breathing solely through your nose...boogers flyin everywhere. When you want to run you've got to make sure there's plenty of air to use. so runners will be short, valve overlap will be more, duration of cams will be longer, valve lift as well will be increased. What this does is slow down air at the lower rpm, (low torque) but up top it allows for a quick supply of air for the engine so it can breath efficiently...basically breathing with its mouth open. This is the principle of VIS and VTEC. Openning up the butterflies in the intake manifold essentially shortens the runners as the engine gets higher in the RPM. With VTEC, the cam shaft's duration in the higher RPMs is increased, as well as its lift. For all intents and purposes, the best bet for a shift in torque would be to add more volume in the cylinders without adjusting too much on the top end.

Currently Active Users Viewing This Thread: 1 (0 members and 1 guests)