honda vs mitsubishi

HONDA

Honda ialah sebuah syarikat pengeluaran yang ditubuhkan oleh Soichiro Honda pada tahun 1946. Pada awalnya, syarikat ini dikenali sebagai "Institut Penyelidikan Teknik Honda" di Hamamatsu, Jepun, dan dua tahun kemudian nama syarikat bertukar kepada Syarikat Honda Motor.

Pada peringkat awal, Honda menumpukan perhatian kepada penyelidikan dan pengeluaran motosikal. Produk awal Honda ialah motosikal 50 cc, dengan setengah kuasa kuda yang dikenali sebagai 'Jenis-A'. Pada waktu itu, penyelidikan Honda sangat dipengaruhi oleh Perang Dunia IIpetrol sukar diperolehi dan pengangkutan awam sangat tidak efisien akibat peperangan. Honda pernah mengeluarkan bahan bakar sendiri yang diperbuat daripada pokok pinus. Kereta1963, iaitu kereta dua tempat duduk. Pada masa kini, kenderaan buatan Honda telah menjadi ikon dunia.
di mana pertama Honda dikeluarkan pada tahun

VTEC adalah kependekan bagi Variable Valve Timing and lift Electronic Controlpemasaan injap boleh laras yang diperkenalkan oleh Honda bagi meningkatkan kecekapan volumetrik enjin, dan sistem VTEC adalah sistem pemasaan injap boleh laras komersial pertama digunakan dalam industri automotif. Sistem VTEC dicipta oleh jurutera R&D Honda, Ikuo Kajitani. (Pemasaan dan bukaan Injap Boleh Laras Kawalan Elektronik). VTEC adalah sistem

Sepintas lalu

Kepala silinder enjin Honda yang menggunakan sistem VTEC

Dalam sesebuah enjin, saiz sesondol bukan sahaja menentukan bukaan injap, malah turut menentukan pemasaan dan tempoh masukan / keluaran. Apabila kelajuan enjin semakin meningkat, tempoh masukan campuran udara-bahan api serta tempoh keluaran gas ekzos menjadi semakin terhad. Namun demikian, saiz bukaan injap yang tetap menghalang lebih banyak campuran udara-bahan api untuk masuk ketika kelajuan tinggi, sekaligus mengehadkan kuasa maksimum enjin. Oleh itu, sistem pemasaan injap boleh laras dicipta bagi membolehkan lebih banyak campuran udara-bahan api masuk ke dalam kebuk pembakaran semasa kelajuan enjin tinggi, seterusnya meningkatkan kuasa enjin.

Jenis-jenis sistem VTEC

VTEC konvensional (SOHC dan DOHC)

Sistem VTEC yang paling asas ialah DOHC VTEC. Di dalam sistem ini, sistem VTEC mengawal pemasaan dan bukaan bagi kedua-dua injap masukan dan injap ekzos. Setiap aci sesondol mempunyai 2 sesondol bagi setiap silinder - sesondol bukaan kecil dan sesondol bukaan besar. Semasa kelajuan rendah, sesondol bukaan kecil digunakan secara lalai bagi penjimatan minyak. Semasa kelajuan tinggi, solenoid elektronik membuka laluan minyak ke pin pengunci sesondol bukaan besar dan tekanan minyak mengunci pin sesondol bukaan besar. Akibatnya, sesondol bukaan besar digunakan untuk kuasa maksimum. Apabila kelajuan enjin kembali menurun, solenoid tersebut dimatikan dan pin pengunci dilepaskan, menyebabkan sesondol bukaan kecil digunakan kembali.

Bagi SOHC VTEC, mekanisme yang digunakan adalah sama tetapi aci sesondol tunggal tersebut hanya boleh mengawal pemasaan dan bukaan injap masukan sahaja.

VTEC-E

VTEC-E berfungsi dengan cara yang berbeza; jika VTEC konvensional digunakan untuk meningkatkan kuasa enjin, VTEC-E pula direka bagi penjimatan bahan api yang maksimum. Di dalam sistem VTEC-E, hanya satu sahaja injap masukan yang dibuka secara lalai pada kelajuan rendah bagi penjimatan bahan api yang maksimum. Pada kelajuan tinggi, tekanan minyak menolak pin mengunci yang mengunci injap masukan kedua, membolehkan kedua-dua injap masukan digunakan.

VTEC 3 Peringkat

VTEC 3 Peringkat menggabungkan kedua-dua teknologi VTEC-E dan VTEC konvensional. Pada kelajuan rendah, hanya 1 injap masukan sahaja dibuka secara lalai. Pin pengunci pertama mengunci injap masukan kedua semasa kelajuan enjin sederhana manakala pin pengunci kedua digerakkan untuk membolehkan sesondol bukaan besar digunakan pada kelajuan tinggi. Dengan ini, enjin yang menggunakan VTEC 3 Peringkat dapat memanfaatkan kedua-dua penjimatan minyak dan peningkatan kuasa enjin.

i-VTEC

i-VTEC menggabungkan teknologi pemfasaan sesondol yang digunakan oleh sistem pemasaan injap boleh laras yang lain dengan teknologi VTEC sedia ada bagi mengurangkan "kejutan kuasa" semasa mekanisme VTEC berfungsi.

VTEC pada motosikal

Selain pada enjin kereta, Honda turut menggunakan teknologi VTEC pada beberapa model motosikalnya. Ia mula digunakan pada motosikal Honda CBR400F Super Four HYPER VTEC, dan seterusnya pada motosikal Honda VFR800

mitsubishi evolution IX

Evolution IX digunakan Mitsubishi untuk meneruskan kemasyuran dan kegemilangan siri Evolution berkod 4G63T twin scroll turbo 4 silinder sebaris yang berkapasiti 1997cc. Enjin siri 4G63T membuat kemunculan pertama untuk Mitsubishi Galant VR-4 pada tahun 1987. Sebagaimana kereta, enjin itu juga melalui proses perkembangan sejak diperkenalkan melalui siri Evolution dan kebolehan enjin itu disusun semula dengan teratur untuk Evolution I hingga Evolution VII. Lebih tork pada kelajuan rendah disepadankan dengan meningkatkan kuasa dengan meningkatkan tindak balas thorttle untuk kuasa maksima (top en power). Ianya sesuai untuk digunakan di jalan raya dan litar. Pembangunan penuh makna untuk model ini ialah pengenalan kepada Mitsubishi MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System). Tidak dapat dijelaskan disini mengapa pihak Mitsubishi tidak lagi menggunakan enjin siri Evolution untuk Evolution IX,sebaliknya menggantikan enjin 4G63T kepada enjin MIVEC yang kebiasannya dikaitkan dengan Mitsubishi Mirage. MIVEC bermakna sistem injap boleh ubah secara berterusan yang disesuaikan dengan injap masuk mengikut kuasa dan kelajuan enjin. Semasa enjin berkelajuan tinggi, sistem tersebut meningkatkan penyaluran udara ke dalam enjin untuk memastikan ia beroperasi dengan lancar, (bahasa mudahnya untuk mengelakkan enjin sesak nafas / out of breath). Pada kelajuan enjin rendah pula, ia menstabilkan proses pembakaran, mengurangkan penggunaan bahan bakar dan juga pengeluaran asap dari ekzoz. Kesimpulannya, enjin tersebut menggabungkan peningkatan kuasa top-end dengan mengurangkan peningkatan penggunaan bahan bakar sebanyak 3%.

ENJIN

The main change between Perodua Viva and it's predecessors (Perodua Kelisa and Perodua Kancil) would be their engines. Then it came the term of DVVT, and Perodua claiming their 1.3l DVVT saves fuel and provide power as same as normal 1.5l engines.

Let us get back to the basics, DVVT or it's full name Daihatsu Valve Variable Timing is based (copycat) on Daihatsu mother company Toyota engine, which is VVT-i (Variable Valve Timing - intelligence). We believe that DVVT is just VVT-i's engine brand name for Daihatsu cars.

DVVT and VVT-i is based by Yamaha's YPVS (Yamaha Power Valve System). Yamaha was bought over by Toyota for it's YPVS because Toyota afraid of losing to Mitsubishi's MIVEC and Honda's Vtec. Yamaha has been provinding Toyota and Daihatsu engines since.

DVVT and VVT-i engines are always put together to be compared with V-tec (Variable Valve Timing and Lift Electronic Control System), i-DSI (intelligent Dual and Sequential Ignition) that is developed by Honda earlier.

All of the Vs (DVVT, VVT-i, i-DSI, Vtec, CVCC, MIVEC, CVVT...) was meant to increase fuel efficiency which is to use less fuel and produce more power from the engine. The objective is the same, the only difference would be their methods.

MyPerodua would like to take this chance to describe DVVT, VVT-i, Vtec and i-DSI.

DVVT and VVT-i

Normal engines is good in the low RPM. However, when the RPM reaches higher level, the amount of power produced per fuel is lesser. This is because the air from outside the engine couldn't get into the combustion space in a short period of time. That's what Yamaha sees, and they developed YPVS, VVT-i and DVVT.

DVVT and VVT-i valve works like a normal engine while in low RPM. However, as the RPM increases, the valve timer shifts the time of opening of the valve a little bit earlier. The higher the RPM goes, the earlier the valve opens.

By doing this, air would hav enough time to go into the ignition room, thus making the fuel burning in high RPM more efficient than conventional internal combustion engine.

Vtec

Vtec have the same idea with DVVT and VVT-i. It acts like a normal fossil combustion engine in low RPM, however when the user revs until certain limit (usuall 5000rpm). The valve timer would activate (this is what people usually calls Vtec change) and produce a noisy sound.

It sounds a little bit like a 2-stroke motorcycle engine revs high. You feel like the torque suddenly increases and you have more power to accelerate.

What actually happens is that the valve intake open longer than normal. Allowing more air to come into the combustion chamber. The more air in the chamber, the more efficient the fuel burns.

i-DSI

i-DSI is a new technology by Honda. Instead of changing the valve timing of an engine, Honda put two spark plugs on each piston. The reason is the same.. to burn the fossil more efficiently.

These spark plugs however have the main and secondary plugs. The main plugs usually sparks first, followed by the secondary plugs to burn the remaining gas in the chamber.

The interval between two sparks was calculated in such a way to its most efficient fossil burning. In the highest RPM level, those two spark plugs might sparks at the same time to produce the largest power from the engine.

Conclusion

DVVT, VVT-i, Vtec and i-DSI is a good way developed by Japanese car automaker (Toyota and Honda) to improve the burning of fossil gas. All of them have the same objective (increase efficiency) and they do achieve their goals.

For the best fuel efficiency, MyPerodua would say i-DSI would be the best choice. For power, Vtec is the best.. and DVVT and VVT-i is in between those two.

MyPerodua welcomes DVVT engines in Perodua Kelisa and Perodua Kancil replacements (Perodua Viva). We are waiting that Perodua would implement a 7-gear no gap gearbox (like Honda Jazz) in their future installments. Coz that surely would increase the fuel efficiency of a car

Yamaha ada teknologinya tetapi dipanggil BEAMS, ada dalam Toyota Altezza Mark 1. tapi bukan YPVS

Sebenarnya konsep VTEC, VVT, DVVT, CVTC, Mivec, Double Vanos semuanya serupa iaitu menukar sudut camshaft untuk prestasi enjin maksimum. Idea asal bermula dari kereta ALfa Romeo pada thn 60an.
Tetapi Honda maju setapak lagi dgn idea VTEC (hasil perlumbaan F1 pd thn 80an). dalam enjin VTEC ada camshaft dgn pelocok utk menukarkan valve gear supaya enjin boleh berfungsi dlm bentuk 2 valve (kuasa pada rpm rendah) ke 4 valve (kuasa pada laju tinggi).
hasilnya? putaran maksimum enjin pada 9,000rpm.
tapi dgn syarat2 ketat peraturan asap (emission control) Euro dan Amerika, Honda tidak boleh menghasilkan enjin VTEC biasa kerana tahap pencemaran tinggi. justeru lahirlah konsep IVTEC iaitu lebih mesra alam dan mematuhi tahap penghasilan asap.

Sistem YPVS berfungsi secara elektronik utk mengawal gas ekzos supaya terdapat kick-back yg bersesuaian pada setiap putaran enjin. enjin Yamaha TZM sbg misalan berupaya berputar pada 10,000rpm. sistem YPVS tidak boleh diaplikasi sama sekali pada enjin kereta (4 lejang) kerana rekabentuk enjin yg berbeza.

Sekali lagi, konsep IDSI dan VTEC tidak boleh disamakan. mengapa Honda menjual 2 versi Honda City berbeza? ini kerana objektif kedua2 enjin tak sama.

CIty IDSI - 1500cc, 8 spark plug, 8 valve, kuasa enjin 88bhp, pengunaan petrol amat rendah terutama dgn kotak gear CVT dan preset '7 gear' yg memberikan perasaan tukaran gear secara virtual.

City VTEC - 1500cc, 4 spark plug, 16 valve, kuasa enjin 110bhp, enjin lebih kuasa walaupun kapasiti serupa tapi tak cukup umph!...pikap kalah dgn wira 1.5.

Honda's VTEC VS Mitsubishi's MIVEC

INTRODUCTION
In this premier feature, we look at Mistubishi's competitor to Honda's Civic SiR/SiR-2, the Mitsubishi Mirage Cyborg ZR. Prior the the introduction of the Civic Type-R and the new 180ps Nissan Pulsar, the Mirage had the highest power of all JDM 1.6litre engined cars

THE MITSUBISHI MIRAGE CYBORG ZR
The Mitsubishi Mirage Cyborg ZR is Mitsubishi's key model in the intensely competitive hot-hatch category in Japan. Cars in this category are extremely popular for use in the Gymkhana sport in Japan. Current favourites for Gymkhana uses are the Mitsubishi Mirage/Cyborg and Honda's Civic SiR/SiR2 and CRX.

Since the previous generation, where it came as a Mitsubishi Mirage Cyborg R, the Mirage has been powered by the Mitsubishi 4G92 1597cc DOHC EFi engine. This 1.6litre engine is also fitted with Mitsubishi's MIVEC variable valve lift and timing system, which is very familiar with Honda's VTEC system. As a result of this, the engine is specified to produce 175ps or 5ps more than the B16A engine powering the EG6 and EK4 Civic SiR-2s. Max torque is 17.0kgm which is 1kgm higher than the B16A.

In addition, the Mirage ZR is also lighter than the Civic SiR-2. Comparing a full-options version with the other, this gives a better power-to-weight ratio for the Mirage ZR. The newest version of the Mirage ZR has been given a complete revision by Mitsubishi in order for it to be more competitive with the likes of Honda's Civic and Toyota's new Levin/Treuno.

THE MITSUBISHI 4G92 ENGINE
The important specifications for the Mitsubishi Mirage's engine are as follows:

engine - type 4G92
type: transverse in-line 4
bore x stroke: 81.0 x 77.5
capacity: 1597cc
valve train: dohc 16v with MIVEC
compression ratio: 11.0:1
fuel system: (Mitsubishi) multi-point fuel injection
power: 175ps at 7500rpm
torque: 17.0kgm at 7000rpm

Given the higher powered engine and a lighter body, the Mirage R is naturally expected to be faster than the Civic SiR2 since power-to-weight ratio is one of the most significant factor in a race. To look at the real world performance however, let's examine the results as obtained by two reviewer sources for JDM performance cars.

JAPAN MOTOR MAGAZINE'S JARI TEST RESULTS

JAPAN's MOTOR magazine performed JARI (Japan Automobile Research Institute) tests on both the previous generations of EG6 Civic SiR-2 and the Mirage Cyborg R. Though highly dependent on driver's skills, tested 0-100kph and 0-400m drag times however are highly indicative of the actual sprint performance of these vehicles. In their respective tests, the Mirage Cyborg R was tested to do 0-100kph in 8.16 seconds and 0-400m in 15.65 seconds.

Surpisingly, the EG6 Civic did a corresponding 7.66seconds and 15.17 seconds respectively despite being 5ps down in power. These results strongly suggests that the EG6 Civic would be superior to the Mirage Cyborg R in a straight line race.

JAPAN BEST MOTORing's PERFORMANCE TESTS
However, many believes the true worth of a performance car is not only in its straight line ability, but is more so in its ability as an overall performance car, ie cornering, balance, as well as accessibility ie how easy it is to drive it fast. The ultimate worth of a performance car is thus in its lap times around a reference circuit.

My favourite reference for this is JAPAN's BEST MOTORing video series. They perform unbiased performance tests of all JDM cars. Most importantly though is BEST MOTORing depends on a group of established professional racing drivers for their performance test, which includes a package of 0-400metre (approximately 0-1/4mile) sprint test as well as a "circuit battle" which is in the form of a 5 to 7 laps race usually on the famous Tsukuba circuit in Japan.

In the end-November 1996 issue of BEST MOTORING, they did a performance test for the best 1.6litre car in Japan. Both the 3door and 4door variants of the current generation Civic and Mirage were tested together with the Toyota Treuno and Sprinter Marino (both these using Toyota's 1.6l DOHC inline 4 20valve engine giving 165ps).

BEST MOTORing 400M SPRINT
The following sequence of images are screen captures I did of the 0-400m sprint race between the 3-door versions; EK4 Civic SiR-2, Mirage ZR, and Trueno BZ-G.

Start ! Mirage takes off to an early lead Civic catches up at halfway mark

B16A has the superior top-end ! EK4 Civic takes the finishing line !

At the start, the Mirage took an easy lead, probably due to its superior power-to-weight ratio. However, after the mid-point of the race and towards the end, the superior top-end of the B16A allowed the EK4 Civic to eventually win the sprint. This result tallies well with that obtained in the MOTOR magazine's JARI sprint tests.

BEST MOTORing TSUKUBA CIRCUIT "BATTLE"
The highlight of all BM performance test is definitely the final circuit race, dubbed the 'Tsukuba Battle'. This battle involved both the 3door and 4door versions of the Civic, Mirage and Trueno, the 4door version of Toyota's Levin/Trueno being the Sprinter Marino.

The following sequence of images represents a couple of screen captures I made of the Tsukuba battle. BM organizes the starting grid by reverse order of either the weight-to-power ratio or the 0-400M drag results. This race's starting grid was according to weight-to-power ratio, thus the front row being the three 4-doors and the back row being the 3-doors.

Starting grid is based on weight-to-power ratio
Into the first corner; 3-doors are already biting hard at the 4-door tails !
The long straight in lap-1, Civic is already in front !

Retired racer M. Kurosawa easily took the EK4 Civic to an early lead in the battle. Maintaining his lead throughout the 5-lap race, he took an easy victory. Towards the second half of the race, after getting free from being stuck behind the three 4-doors, the Trueno BZ-G was clearly biting very hard at the Mirage ZR's tail. At the finishing line, the Mirage ZR just managed to hold the Trueno BZ-G off by blocking its line into the final corner.

The image below shows the final race result. The EK4 Civic won the race easily. The Mirage ZR took second place though the Trueno turned in a better best-lap time. The Civic Ferio Si-2 finished second amongst the 4-doors.
The image below shows the "Time Attack" results for the 6 cars in the battle. "Time Attack" results are the fastest lap times during individual lap runs that are done by the various drivers prior to the battle. When driven in the circuit alone, it is clearly seen that the EK4 Civic is very much faster than its other contenders. Note that the time-attack result for Mirage ZR is slower than the Trueno. In fact, despite having the best power-weight ratio amongst the three 3-doors, the Mirage ZR was the slowest around the Tsukuba circuit. At this point, it is important to highlight that all three 3-doors are equipped with LSDs.

CONCLUSION
In closing, the writer feels that both the MOTOR magazine's JARI test and especially the BEST MOTORing battle results clearly shows the 3-door EG6 and EK4 Civic SiR-2 to be a faster car than the equivalent Mitsubishi Mirage MIVECs. Thus, a superior power-weight ratio is not a sure guarantee for superior performance.

Author : Wong Kong-Ngai
The information given in this article has been taken from MOTOR magazine and BEST MOTORing without permission. Temple of VTEC Asia may withdraw this article if it is found to violate any copyright laws. In addition, all opinions given in this article are solely that of the author's own and do not represent that from any official party/parties

Complete article with pictures can be found at : http://asia.vtec.net/side/cyborg/index.html

PERBEZAAN SPEC HONDA VS MITSUBISHI

Honda

Water-cooled 4 stroke
Cylinder Arrangement Inline 4 cylinder, transverse
Block Height 1 263mm
Bore x Stroke 81.0mm x 77.4mm
Displacement 1595cc
Compression Ratio 10.2 : 1
Valve Train 4 valves per cylinder, belt driven DOHC VTEC
Peak Power 185ps @ 8200rpm
Peak Torque 16.3kgm @ 7500rpm
Specific Output 115.6ps/l
Valve Size (Intake/Exhaust) 33.0/28.0mm
Intake Opening (BTDC) 10
Intake Closing (ABDC) 40
Intake Duration 230
Exhaust Opening (BBDC) 40
Exhaust Closing (ATDC) 7
Exhaust Duration 227
Overlap 17
Intake Valve Lift 10.6mm
Exhaust Valve Lift 9.4mm
Valve Springs (Intake/Exhaust) Dual/Single

Mitsubishi

Type Cyborg-ZR
Vehicles form MNGH
Dimensions & Weight
Length / Width / Height (mm) 3870/1680/1385
Indoorsize
Length/Width/Height (mm) 1655/1430/1145
Wheel base (mm) 2,415
Track (Fr / Rr) 1450/1460
Minimum Ground Clearance (mm) 150
Weight (kg) 1050 (1070)
Engine
Engine Form 4G92
Engine Type l-4 DOHC
MIVEC
Displacement (cc) 1597
Horsepower (PS/rpm) 175/7500
Torque (kgm/rpm) 17.0/7000
Fuel capacity (liter) 50
Transmission 5MT/4AT
Brakes (Fr / Rr) Discs/ Discs
Tyres (Fr / Rr) 195/55R15
Suspension (Fe/Rr) Strut/Multi-link
Bore, mm 81
Stroke, mm 77.5
Compression ratio 11 :D

Q & A

- hmm........dua-dua DOHC
bore & stroke lebih krg sama jer....CR mivec lebih sket 0.8
ngape plak hp vtec tinggi dari mivec?
ade spec utk enjin SOHC vtec tak? nak compare ngan enjin SOHC plak :P

- nak tau ngape ? HP ni ialah produk yg keluar dari torque dan RPM. tengok le max hp vtec tu berapa rpm..compare dgn mivec. utk rev lebih tinggi...cam kene lebih besar duration and lift dan ada beberapa lagi faktor lain

- erm tak silap haku..data yg fezz kasi tu patutnya B16B type R sebab 185hp..tinggi sangat utk b16a.

- vtec kecik (b16a1) ialah version sebelum b16a baru yg diupgrade..power 160hp. vtec besar (b16a2) ialah version baru power 170hp.

- vtec kecik ngan besar takde kene mengena dgn vtec sohc. haku pun dgr cerita vtec sohc ni hanya ada kat pasaran malaysia..local eg

- kalo 1.6L NA stock sampai 200hp tu tinggi sangat tuuu.

- kalo haku, dari ambik b16b, baik haku ambik b16a1 (vtec kecik) pastu mod kaw2. halfcut murah tapi bila mod HP naik giler2 drpd b16b yg mahal giler.
b16b pakai stock je la best nyaa..pastu bagga seluruh kampung kuikuikui. sekali kene pancung ngan vtec kecik..malu oooo

- kawe tok paka sangat tapi tok silap kawe b16a1 atau dipanggil vtec kecik ni ialah B16a maso dulu2..first batch

- pahtu tubik kheto lain..b16a2 atau vtec besar ni b16a version ke 2..hok baru. mace bezo L2 dgn L2s la..harap ko L2 nga L2s ni sama hp

- B16a1=vtec kecik=160hp=di body EF9 dan CRX (tok silap kawe la)

- B16a2=vtec besar=170hp=di body EG6/G9 dan EK9

b18 pun ada duo tigo jenih jugok...b18b non vtec, b18c vtec biaso dgn b18c type r

question

saya penah tgk vtec tapau evoIII....(vtec mana lagiii...!!!)
mivec tebo org kata best...ye ka?
ntah camne ntah diorang buat.....lagi sedap dari gsr 4g93T katanya...
benar ker?
bukan ka hp both nih kalau dalam keadaan stock lebey kurang ajer....
kalau kasi taruk dua2 sebelah amacam?

- haku tadak bukti tapi dengar cite mivec tak kuat kalo compare dengan vtec (b16a) tatau aaa b16a1 atau b16a2. biasanya orang dok cite sangat tu b16a2 kan..170hp.

- mivec tebo tatau berapa tahap kebestannya..tapi vtec tebo orang putih banyak buat..power giler.

- tapi spesis VVT ni spesis 2 alam. nak racing + nak driving dalam town. so u get almost racing cam+standard cam.
tapi power below full racing cam la of cos..tapi kurang2nya takde la semput masa driving dalam town..itu yg bestnya.

- bila nak power giler2...orang bukak sistem VVT ni..buat berat je. terus masuk 290-300 duration with high lift cam...baru la dasyat. vtec nak power kene banyak modal..tu je

question

Witek kecik ngan besar sikit ajer beza hp dia...
tapi naper org suka lagi witek besar?
mivek nih apa kelebihan berbanding witek..?
ada ka kelebihan nye?

- vtec besar ? pasal vtec besar ni generation yg baru..lagipun hp lebih. b16A2 ni generasi b16a yg kedua..lagi baru dr vtec kecik.
lagipun menatang ni lagi murah kalo banding dgn b16b (type r)

- kelebihan tatau aaa apeng. haku tak penah bawak mivec/vtec lg pun. tapi mivec ni hanya wujud selepas wujudnya vtec. kira mivec ni rival vtec yg dibuat oleh mitsubishi utk menyaingi honda. gear ratio vtec pun orang kata dah best dah..sesuai utk 400m drag. Maybe duration cam vtec dgn comp piston vtec lagi tinggi dari mivec kot...itu yg jadi power tu

- ala...apa yg dok cite sangat vtec kecik vtec besar ngan mivec sume..takkan nak pakai stended cam tu kot.
kalo vtec besar pakai stended lawan vtec kecik modified..kalah jugak. yg penting tau modified...CC kan ke sama..ape takut

- mivec silver top tak besh.. kalo nak main mivec.. carik yg RS/blacktop... bole dapat dari byk model... dari body asti punya yg sedap ( berdasarkan yg saya serbey la...)
vtec la sedap... mivec tak besh tp lasak skit dari vtec...
mbr saya pakai b16a, masuk piston type R.. kena rebore skit... lain suma stendet... pergghhh sedap giler.. zaman trek dulu glamouer gak la dia... jenuh EK kuning( geng fellow vtec rasanya... dgr cite bdk ni dah kena tangkap) nak lari dari budak kecik tu...
pendapat saya... vtec lagi lazat kalo nak main n/a tp pakai b16/b18 je.. 2.0/2.2 tak lazat dah.... mivec kena buat byk benda kalo nak lawwan vtec

- 4 throttle yg syoknya ada 2. satu sebab 1 throttle per cylinder dan satu lagi 5 valve per cylinder (btol ke tak ni ? rasa2 dah btol)
yg bestnya 4 throttle bila 1 throttle utk satu selinder, bila 2 intake valve terbukak...hanya 2 throttle digunakan...dan kelajuan udara masuk dah optimum.
kalo throttle body biasa ni 4 piston=1 throttle..mesti throttle tu besar kan. so, bila 2 intake valve terbukak, 1 throttle yg besar pun terbukak...kelajuan udara lebih perlahan berbanding 1 TB per selinder...btol ?
teori ni sama mcm paip ekzos la...kalo terlebih besar pun takleh sebab kita nakkan low/mid torque. sama la intake pun.
dan utk 5 valve per throttle...haa utk high rev la, ape lagi

- Meh la aaku tolong jawab pasal bab vtec ni...memandangkan aaku pun dah 2 bulan pakai EG9 nih...vtec beso beb...170ps tuh...mmg terasa dia punya pegiii...vtec aaku bukak @4800rpm...chip dah tuko spoon punya...speed sesenang dpt 220kmj@7500rpm...kalo 230kmj@8000rpm gear 5....stimmm siot layan vtec nih...bunyik henjin dia pun mmg menggerunkan...terasa kompiden kat jalan...jarang org berani cucuk...hiway king heh..heh

- kancil tebo aaku still ada lagi...sayang beb enjin elok lagi...sesekali layankan jugak kepish2...

- B16A terbahagi 2 jenis:- 1) Vtec kecik 160ps. 2) VTEC beso 170ps.

- B16B ada 1 jenis je iaitu EK9 Type-R 185ps@8200rpm

1) B16A vtec kecik
-160ps @7800rpm
-comp. ratio = 10.2:1
-gear ratio = 4.2
-perkataan dohc lebih besar drpd vtec kat valve cover...
-hafkat dr. EF9, CRX & integra DA6
-non hidraulic clutch
-non ABS

2) B16A VTEC beso (mcm aaku punya heh..heh)
-170ps @7800rpm
-redline 8200rpm
-comp. ratio = 10.4:1
-gear ratio = 4.4
-perkataan VTEC lebih beso dr dohc kat valve cover...
-hafkat dr EG6/9, EK4, integra DA8
-hidraulic clutch utk EG6/9 & EK4....& DA8 integra pakai cable clutch
-ABS/TCS utk EG6/9 & EK4....& DA8 non ABS/TCS

- mcm mane nak beza DA6 dgn DA8?
semlm haku round2 chopshop kat kajang ade satu mamat tu bli hakat DA8 kot..
since tulisan Vtec die beso..

- DA6...
-itegra model 89~91
-vtec dohc kecik 160ps@7600rpm
-oil rail utk cam adalah drpd cast iron
-comp. ratio = 10.2:1
-pakai cable clutch
-throtle body ada tulis PGM-FI
-no abs
-radiator panjang
-connector wiring kaler putih kekuningan
-no. blok enjin no. 1XXXXXX

- DA8...
-integra model 91~
-DOHC VTEC beso 170ps@7800
-oil rail utk cam adalah drpd alumunium
-comp ratio= 10.4:1
-redline 8200rpm
-pakai cable clutch
-throtle body takde tulisan apa2
-no abs
-radiator pendek/half
-connector wiring kaler kelabu
-s/n blok enjin no. 14XXXXX

- b16a ade 2 version.satu kecik dan satu besar.
beza 10 hp.so apa yg membezakan dua enjin nih?

- b16b type r lak baper hp?ape beza dgn b16a biasa?

- b18c ade siri type r?

- beza ? kawe tak pasti....tapi utk mendapatkan extra 10hp..sure cam duration, piston, intake manifold dan throttle body ada lain sket. mungkin jugak ecu retune. mcm beza antara vr4 dgn evo la. blok 4G63 jugak kan. vr4 220 lain..240 lain. evo1 250hp lain...dan mcm2.

- b16b type r dah tentu la mcm yg tadi..duration cam, piston of cos. sbb tu ramai berebut2 nak cam dan piston bende ni

- b18c ada 2..satu yg biasa, satu type r.

- ade sesape boleh citer tentang K20A?

- k20a pun ada 2 jugak tak silap...yg type r...220hp kot..tak pasti. dc5 pakai. i-vtec. (i = intelligence = adjust timing ignition secara auto-electronic)

VTECs series

D16xx - 1.6L Single Cam VTEC power 115-127hp

B16Ax - 1.6 Twin Cam/DoHC VTEC power 150-170hp
B16B - DOHC TYpe R Civic Engine Power

D17xx - 1.7, SOHC, non VTEC power 107-110hp
D17A1 - Consider "Type R" jugak, 160hp

B18A - 1.8L, 130-140hp

B18Cx series: (Integra Based)
B18C ---197 Integra Type R
B18C ---178 Integra
B18C5 --195 Integra Type R
B18C1 --170 Integra GSR

B20xx series : 2.0L, DOHC, VTEc = From 104-140ps
Honda Prelude and CRV

H22 A =Prelude jugak, from 190-220hp. (only Type S is over 200hp)

- head b16 ni ngam er ngn blok crv?
tak payah ubah pape?

- sume cun sbb dua-dua series B. mcm blok 850 dgn head L2 la kekekekekee. eh cantiknya contoh kuikuikui. tapi dkt head B16 tu tak silap kawe kene tebuk sket sbb block B20 ada key/pin

- Well, Mitsubishi Mirage (Asti or Cyborg) bermesin mirip Lancer di Indonesia sini. Mesin MITSUBISHI 4G92 1587cc yg dipakai Mirage Cyborg ZR bertenaga 175hp, lebih besar 60hp dibanding Lancer GLXi rakitan Indonesia. Cyborg ZR sudah pakai MIVEC. Lancer 4-door juga ada yg pakai MIVEC, seperti di Singapore.
Meskipun gitu, Lancer S'pore vs Mirage Asti vs Mirage Cyborg vs Lancer GLXi kalau di tes top speed, Lancer GLXi sini menang tipis dengan 190km/h (claimed by manufacturer, PT KTB in their brochure), sedangkan ketiga Mitsubishi lain 180km/h for top speed sesuai regulasi JDM (Japan Domestic Market)

- Koq membandingkan top speed? Yang mestinya dibandingkan adalah akselerasi, misalnya waktu 0-100 kph.

- Weleh... Padahal dari setiap segi spesifikasi, Mitsubishi menang ya, tapi kok si Civic bisa unggul? Aku masih bingung... Cyborg lebih enteng, lebih bertenaga, kok kalah? Apalagi soal top end. Seinget aku B16A RPM-nya mentok di 7600rpm, masa cuma karena rpm lebih tinggi? (dikit banget pula) Mau gimanapun juga kan setelah mesin mencapai torsi maksimum dan hp maksimum, mau rpm ampe 20000 juga kalo udah maksimum ya udah, percepatannya tergantung pada hp maksimum yang dihasilin ampe akhirnya mesinnya gak bisa muter lebih cepat dari ban.
Hmm... kudu mendalami pengetahuan gw lagi nih soal VTEC. aku kira cuma dalam balapan aja (faktor handling dan keseimbangan bobot) yang bisa bikin mobil dengan horsepower lebih rendah bisa menang... Kayak kasus Honda S2000 menang balapan lawan EVO dan WRX.
Widih... Kalo gitu kalo aku lihat Civic EF (Civic Nova) yang plat nomornya B 16 A gw minggir deh kasih jalan, daripada malu.

VR4 lawan Mivec lawan Vtec 2.0 mana lebih hebat..???

- tgk aaa spec...kalu standard tgk plak main long ke main 400m sj....kalu dh masuk custom spec or racing spec component lain le plak result dier.....it's depends....bg aku..kalu standard...main long dpt kat VR4...main short dpt kat VTEC 2.0....coZ sesaran enjin sama 2.0 kecuali MIVEC 1.6/1.8.....tp itu standard ler.....

- hmm... 300mklu VTec 1.6 pun bleh tapau Turbo.... hehehe.... Naper tak percaya ekk...????

- sape cakap talak pecaye....wa pecaye nyer coz wa sulah kina sama itu bitek oooo.......lg 2 tiang mau masuk korner simpang dpn datalan meleka (mau pigi bank rakyat).....taya sula skid oooo......manyak panjang ooooo.....sekali2 kucut jgak oooo.....

- MIVEC pun ada 2L, 6A12 tu MIVEC 2L V6. Siapa kata MIVEC takde 2L.
Plg tepat nak tentukan ialah compare power/torque graph kesemua kereta terebut, bru dpt gambaran. Perbandingan pd peak power, 0-100 tak mencukupi & tak boleh dipakai. Kereta turbo, & variable timing lain power curve-nya, & peak power tak semestinya tentukan siapa lagi laju, kena ambil kira berat, gear ratio, peak rpm, etc2..byk faktor. so plg tepat kita compare power/torque graph. Utk dpt accurate comparison, itu sebab kena guna power/torque graph. Cuba anda fikir, apa lagi variable yg boleh ada kalau race? Reflex lembap, masuk gear lembap, tekucil, miss gear, tayar tak cukup grip, clutch slipping..byk lagi kalau nak listkan. Mcm mana nak accurate mcm tu? Race mmg boleh race..takda masalah tapi utk dpt yg tepat & boleh dipercayai, bukan setakat race. Race boleh dpt secara kasar, tapi apa measurement yg kita nak ambil? Top speed? 0-100km/h? 400m sprint? Semua tak boleh pakai kalau nak diikutkan. Mcm mana nak percaya kalau dah tak accurate?

- skang ni org dok top 0-100-0...nampak ada pakej skali...including braking system and weight distribution....

-Tak semestinya, cuba anda fikirkan..dpd 0-100 km/h berapa gear change yg selalunya dibuat? Ada sesetengah kereta even gear 2 or 3 dah cukup utk cecah 100 tapi still ada extra rev kalau nak tekan lagi. BIla kita tgk mcm tu, mcm mana dgn gear 3-5, or 6 bagi sesetengah kereta? Pd every gear change, enjin dah di-push ke rev yg lebih tinggi, yg mana as close to peak power. Dlm kes mcm ni, kita dah ignore usable atau 'average' power across a rev range. Dgn pakai 0-100 figure kita tak dpt gauge mcm mana responsive kereta tu on-road, berapa gear change kena buat utk capai magic 100, etc2. Itu sebab 0-100 agak mengelirukan, & tak mencerminkan the real on-road performance. Kita tak dpt gauge usable power at all rev range at all gear ratio. Tu sebab bila kita dpt tgk power/torque curve, kita dpt agak mcm mana responsive kerata tersebut dgn tgk power output pd low rpm, mcm mana slope curve tersebut, yg mana amat penting utk variable timing cars & turbocharged cars, etc2.

- 2 honda Dolphin Vtec vs 3 satri GTi, 2 daripadanya tukar kepada mivec (saya tak ingat berapa CC nyer) dan sebijik Wira VR4 turbo Intercooler...
perghh.. dasat beb..... gear 3 masik lagi terspin tyre tue.... :D
dari pengamatan saya... seawal perlumbaan.... nampak Vtec pergi dulu... tapi kemudiannya satu dari Satri GTi (Mivec) memotong honda tadi dalam keadaan cukup bertenaga.... tapi tanpa disedari VR4 wira bukak laluan sebelah kanan honda tadi dan kemudian nya cucuk angin GTi tadi... juga dalam keadaan bertenaga....ending saya tak tau sapa yang menag.. jadi sebab tu saya nak tahu .. mungkin ada yang berpengalaman... let say diorang drag dalam 1 kilo... :)

- nak tau keputusan..kena nengok gak sampai abis.. yg penting joki.. kalo keta leh henjut sampai 400km/h ..cecah 600bhp pon.. kalo joki hampeh.. selamat gak.. aku rasa schumacher ni joki terbaik.. kekeke.. kasik la ada la kancil setendet.. ada la magic dia leh buat.. buagrhahahaa.. ngarut sgt la tuh!

- 300 - 350m VTec mmg bleh makan punyer... even ada yg 400m pun bleh gak makan turbo... tp smua tuh tgk gak ler setting memasing punyer keta ler... dan rider gak... kalau starting tak spin can tik ler pergi dia.

- VTec mana plak supercharger.... supercharger keta2 darik toyota yg banyak... eg. Levin.... keta toyota banyak yg convert ker supercharger kalau tak ke Black top... hehehe...

- skyline pakai turbo, bukan supercharger, tapi nissan pun ade kuar kejap supercharger, model nissan yang pakai tuh ialah Nissan march superturbo keluaran 1989 kalu tak salah, 1000cc singlecam, istimewanya dia ade turbo + supercharger sekali.. org jarang pakai supercharger, sebab turbo punya teknologi dah makin perfect dan efficient berbanding supercharger kalu tk salah la..

- pasal nak titik vtec lak, kalu enjin mits yang NA kena guna MIVEC, tapi macam bored kata la kena rojak, masuk blok 1.8 ke, cam ke, tapi setakat nih la jarang lagi dgr MIVEc ble titik Vtec senang2.. tapi bukan bermaksud tak de.. cuma jarang lagi setakat nihh...
tapi jaga2 hujung tahun nihh proton pun CAMPRO sudah mariee... hahahah

- dengar kata nanti semua keta proton baru nak pakai campro...baguih ngat ker campro..???? err.assemble kat mesiakan enjintue..?? :)

- campro nih dalam testing stage lagik dah installed dalam waja 1.6 yg cuma berupaya menjana lebih kurang 110hp (sape leh clarify)... tidak berupaya melawan vtec b16a (160hp) dan mivec 4g92 (170hp)... hehehehe tujuan enjin ini dibina adalah untuk fuel economy bukan untuk performance... tak tau la plak nanti ader aftermarket or specially designed campro for racing... kuang kuang kuang

Assalamualaikum.. saja nak mintak pendapat korang semua..
Mana yang lebih best dan berkuasa diantara V-Tec (Honda) dengan VVt i (Toyota)

- Berdasarkan "lumba x halal",Vtec menang besar(fair race).Vtec kot.Otai2 racing kata,persaingan sebenar A to B class VTEC vs MIVEC

- Berdasarkan "lumba x halal",Vtec menang besar(fair race).Vtec kot.Otai2 racing kata,persaingan sebenar A to B class VTEC vs MIVEC

- Mengikut maklumat yang aku dapat. buat masa ni vvti adalah lebih berkuasa berbanding dengan v-tec. aku rasa kalau ikut graf mungkin la kot coz teknologi vvti yang ada kat toyota tu lebih lambat keluar dari v-tec. tapi mrngikut performane pulak dari pandangan aku sendiri sebagai ihli amatur tetap mengakui bahawa enjin v-tec adalah yang terbaik.
p/s- aritu aku try bawak kete honda ek member aku pakai enjin B 18 C DOCH type-r. pastu ecu motec. pergh bile v-tec bukak jer, dia punya pegi

- MIVEC turbo Evo9 standard.......so kaw2 can tapaw a 360 Modena....Ingat x drag Evo6 vs Ferrari 360 Modena,evo menang besar.....
Enjin CRV Vtec i amat powerful,even accord pun x dapat over masa drag.

- Tu baru pakai B18C....Blum try hybrid punyer....Atau org kata rojak....Blok B16A, tp piston pakai CRV punye…

mivec