Honda won't make a FI'd car. N/A is their specialty.

Besides, why would Honda F/I any of their cars?

Here's what Honda thinks of the mighty Skyline GTR:

http://www.nsxsc.com/r/drag.wmv

 

if honda did turbo u would not have v-tech and less reliable, we can always add turbo, other can't just add v-tech, honda advantage

 

yells2k- others don't have to add VTEC. Their cams are designed for power, not economy like Honda. The only reason for VTEC is to get economy mileage in lower RPMs, while giving the car enough power to pull onto a freeway at higher RPM. It is a brilliant system, but only necessary on smaller displacement engines. It would not be enough of a benefit on larger V6s or V8s.
That said, I don't think the 350Z was designed as a direct competitor to the S2000. The S2000 is a lightweight roadster, with more power than most of the other lightweight roadsters out there, i.e. Miata, Elise, Boxster, Z3. The 350Z is a powerful sports coupe, with more power than other sports coupes, i.e. Prelude, RSX, Celica, Eclipse, Accord, Mustang GT.

 

[QUOTE]Originally posted by 99GT
[B]yells2k- others don't have to add VTEC.

 

Sev, you said exactly what I meant about larger displacement engines. I did not say they would see no benefit, just not enough of one to warrant the complexity. The VTEC system on Civics is for economy, as more torque at lower RPMs is possible, but since the Civic is an economy car, they emphasize economy at lower RPMs.
If you think it is not possible to have a wide torque band with one cam, check out dyno charts of LS1 engines. Especially with aftermarket heads and cams, I have seen torque curves that are flat across 3500 rpms or more. And we are talking over 300 lbs./ft.!

And we are not talking about variable timing. VTEC effectively alters the cam profile, opening the intake valve farther, and opening a second intake valve, allowing more air and fuel in to the combustion chamber each intake cycle, and in some versions, opening the exhaust cam farther, as well as opening another exhaust valve. This is not variable timing, it is variable valving

Variable timing consists of advancing or retarding the opening of the intake and exhaust valves for optimum compression ratios. The compression ratio of a running engine is not static, the reasons are too complicated for me to clearly explain, but while the engine is running, the compression ratio in the cylinder changes as it runs through its rpm range. Using variable timing can optimize the opening and closing of the valves to maximize output. This would be useful on just about any engine, but a high-rpm cam with appropriate timing in a V8 would generate enough low-end power to get the vehicle into its powerband. On small-displacement 4, it is helpful to use variable timing and cam profiles to extract the most amount of power, while at the same time providing excellent fuel economy at lower rpms.

 

Amazing... this thread has gone educational/technical/respectible once again.

 

I can name a few "larger" displacement engines that use various variable-timing systems:

1) Toyota 4.3-liter V8 (SC430, GS430, LS430)

 

Thanks for the info, Ash. Your assessment of the cars I mentioned are spot-on. I simply could not think of closer competitors when I wrote my post.

 

[QUOTE]Originally posted by Carlson
[B]



Who are "they"? The idiots? 300ZX owners? Who?

 

[QUOTE]Originally posted by Sev
[B]

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