Rotary loses vs. OHV Piston Engine?
12-02-2003, 01:04 AM
#51
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Originally posted by IkeWRX
All I know is when they come out with the stripped down model next year I'm staying far far away from Mitsubishi dealers, too much temptation.
All I know is when they come out with the stripped down model next year I'm staying far far away from Mitsubishi dealers, too much temptation.
12-02-2003, 06:25 AM
#52
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Originally posted by revhappy
Have you done any mods to your WRX yet? There are some scary fast monsters out there!
Have you done any mods to your WRX yet? There are some scary fast monsters out there!
A couple things, but I'm saving scary fast til at least spring :p
12-02-2003, 12:29 PM
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Originally posted by DTECH-RX
Another reason the pushrod V8s aren't going further up the rev range is because at higher RPMs they can experience valve float due to the inherent design of pushrods. A piston hitting a valve is a VERY bad thing!
Another reason the pushrod V8s aren't going further up the rev range is because at higher RPMs they can experience valve float due to the inherent design of pushrods. A piston hitting a valve is a VERY bad thing!
12-02-2003, 12:43 PM
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Originally posted by IkeWRX
I like the racket! To each his own I guess. One of the major reasons I bought the WRX rather than waiting for the EVO and paying a little more was the boxer rumble. The STi was still a couple months away and there was a long list, I think they just now caught up with demand. It's tough to find anything this side of a good ole V8 with such a sweet exhaust note.
I like the racket! To each his own I guess. One of the major reasons I bought the WRX rather than waiting for the EVO and paying a little more was the boxer rumble. The STi was still a couple months away and there was a long list, I think they just now caught up with demand. It's tough to find anything this side of a good ole V8 with such a sweet exhaust note.
Engine vibration was my point, but I confused it by using an ambiguous word like "racket".
12-02-2003, 01:37 PM
#56
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Originally posted by Hanzo
You do know NASCAR revs to 9k rpm right?
You do know NASCAR revs to 9k rpm right?
it's not that they can't run some specific speed, but that overhead cam engines are better at it.
Originally posted by Keshav
Agreed. The exhaust note is fantastic. It's one of the best things about the boxer engine, IMHO.
Agreed. The exhaust note is fantastic. It's one of the best things about the boxer engine, IMHO.
12-02-2003, 02:19 PM
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Originally posted by wakeech
it is nothing in the face of the wankel
it is nothing in the face of the wankel
Here's a video done by John Felstead over at NASIOC. the mic is mounted near the exhaust for full effect. Worth the 75MB download.
STi Type RA @ Nurburgring
Anyone got good wankle racket they can share?
12-02-2003, 09:36 PM
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Originally posted by revhappy
What have you done so far and what's in the cards?
What have you done so far and what's in the cards?
Plans for the near future... Utec or Cobb reflash maybe... still contemplating my autox season and I don't think I want to be in SM so that means having two ECUs if I want a reflash so I may just stick with the MBC a little longer... stealthback exhaust from XSengineering, camber plates, strut braces, grounding kit.
Once the warranty goes bye bye and I know I want to keep it longterm, I'll finish it all off with an IHI turbo upgrade and an FMIC.
12-02-2003, 09:41 PM
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Originally posted by IkeWRX
KYB AGX Struts, STi springs, 17" wheels and summer tires, Whiteline adjustable rear sway and endlinks, MBC, Uppipe, Prodrive shiftknob :p and various other cosmetic things (all already on the car or purchased)
Plans for the near future... Utec or Cobb reflash maybe... still contemplating my autox season and I don't think I want to be in SM so that means having two ECUs if I want a reflash so I may just stick with the MBC a little longer... stealthback exhaust from XSengineering, camber plates, strut braces, grounding kit.
Once the warranty goes bye bye and I know I want to keep it longterm, I'll finish it all off with an IHI turbo upgrade and an FMIC.
KYB AGX Struts, STi springs, 17" wheels and summer tires, Whiteline adjustable rear sway and endlinks, MBC, Uppipe, Prodrive shiftknob :p and various other cosmetic things (all already on the car or purchased)
Plans for the near future... Utec or Cobb reflash maybe... still contemplating my autox season and I don't think I want to be in SM so that means having two ECUs if I want a reflash so I may just stick with the MBC a little longer... stealthback exhaust from XSengineering, camber plates, strut braces, grounding kit.
Once the warranty goes bye bye and I know I want to keep it longterm, I'll finish it all off with an IHI turbo upgrade and an FMIC.
12-02-2003, 10:24 PM
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Originally posted by Keshav
They're both good, but different. Which is better is pretty subjective.
Here's a video done by John Felstead over at NASIOC. the mic is mounted near the exhaust for full effect. Worth the 75MB download.
STi Type RA @ Nurburgring
Anyone got good wankle racket they can share?
They're both good, but different. Which is better is pretty subjective.
Here's a video done by John Felstead over at NASIOC. the mic is mounted near the exhaust for full effect. Worth the 75MB download.
STi Type RA @ Nurburgring
Anyone got good wankle racket they can share?
I hope this is one long *** movie because damn it's taking forever to download...
12-03-2003, 05:53 AM
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Originally posted by revhappy
What are you putting down to the wheels and what's your goal? Have some timeslips? LOL
What are you putting down to the wheels and what's your goal? Have some timeslips? LOL
01-02-2004, 12:44 AM
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2005 Corvette C6 Engine
The 6.0-liter Gen IV V8 LS2 will be the biggest base engine in Corvette’s 52-year history when it arrives, and develops 400 hp and 400 lb-ft of torque, with a 6500-rpm redline. It has an aluminum block with iron cylinder liners and alloy heads, and weighs 15.4 pounds less than the 5.7-liter Gen III in today’s car.
The bore is a bit wider at exactly four inches, the compression ratio is up from 10.1 to 10.9, the intake airflow has been improved 30 percent, there’s a new throttle body and a new (composite) intake manifold. Other engine changes include stiffer valve springs and a revised camshaft for more valve lift, as well as a new heavy-duty timing chain, 33 percent lighter exhaust manifold, external knock sensors, drilled main crank bearings, new oil pan and an upgraded water pump.
The new V8 has a higher power-to-weight ratio than the LS6.
The 6.0-liter Gen IV V8 LS2 will be the biggest base engine in Corvette’s 52-year history when it arrives, and develops 400 hp and 400 lb-ft of torque, with a 6500-rpm redline. It has an aluminum block with iron cylinder liners and alloy heads, and weighs 15.4 pounds less than the 5.7-liter Gen III in today’s car.
The bore is a bit wider at exactly four inches, the compression ratio is up from 10.1 to 10.9, the intake airflow has been improved 30 percent, there’s a new throttle body and a new (composite) intake manifold. Other engine changes include stiffer valve springs and a revised camshaft for more valve lift, as well as a new heavy-duty timing chain, 33 percent lighter exhaust manifold, external knock sensors, drilled main crank bearings, new oil pan and an upgraded water pump.
The new V8 has a higher power-to-weight ratio than the LS6.
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