RSX/S2K connection
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Joined: Mar 2001
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From: Dana Point, CA
As I recall, the engine in the RSX is completely new and not a derivative of the engine in our stooks.
It is, I believe, the first Honda engine in a fwd car that spins clockwise. The engineers claim that by doing so they can produce cleaner emissions. Not sure how all that works, I'm just a dumb banker and the engineering is way beyond my pea brain.
I would also question whether or not the new RSX will be the fastest fwd car. I assume by fastest they are referring to top speed and not quickest (acceleration). Given the low drag and higher horsepower I would think that the TL/CL type s would be faster. Of course, I am not sure of the gearing in those cars but I am assuming that they are geared properly so that their top speeds are aerodynamically limited rather than gearing limited.
It is, I believe, the first Honda engine in a fwd car that spins clockwise. The engineers claim that by doing so they can produce cleaner emissions. Not sure how all that works, I'm just a dumb banker and the engineering is way beyond my pea brain.
I would also question whether or not the new RSX will be the fastest fwd car. I assume by fastest they are referring to top speed and not quickest (acceleration). Given the low drag and higher horsepower I would think that the TL/CL type s would be faster. Of course, I am not sure of the gearing in those cars but I am assuming that they are geared properly so that their top speeds are aerodynamically limited rather than gearing limited.
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Joined: Feb 2001
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From: You wish
The RSX-R will weigh about 900 lbs less than a CL-S while only being down 40 hp, thus it should be significantly _quicker_ in any acceleration test. Top speed may be a different story.
I doubt the RSX-R will ever have more power than the S2K (as long as the S2K is in production). The engine in the CL-S could easily match the NSX engine, but Honda put a very restrictive exhaust manifold on it (perhaps for other reasons). A set of Comptech headers will pull an additional 25-30 hp out of a CL-S with no other mods, matching the 290 hp output of the NSX with even better torque. Thus, I think Honda has some concerns about confusing customers by having cheaper cars outpower the more expensive/exotic versions.
The K20C is the first FWD I4 from Honda that rotates CW, but the J-series V6's (Accord/CL/TL/Odyssey/MDX) are also CW and have been powering FWD cars for a while now.
For those wondering about the genealogy of the K20C, I would suggest starting with http://asia.vtec.net where there is a good, illustrated piece on i-VTEC and the K20A, the progenitor of the K20C (and very similar to the base RSX engine). Next, look closely at the block design and the cylinder head on the K20C. There is a small picture in last month's Car and Driver which is useful. Note the architecture of the cam saddles and bridges. Also note the configuration of the non-variable cam gear and the associated drive system. Finally, look at the basic block design and the location of the oil filter.
I can't say that the K20 is a direct descendant of the F20C, but Honda engineers are certainly reusing some of the same tricks, strategies, designs on the K-series. I'd love it if the same cam architecture is used because it will mean a larger market (much like the b16/b17/b18 engines) and more incentive to develop parts.
Oh, and Brian, the RSX-S has 200 hp/142 lbs-ft, the RSX-R has 220 hp/151 lbs-ft.
UL
I doubt the RSX-R will ever have more power than the S2K (as long as the S2K is in production). The engine in the CL-S could easily match the NSX engine, but Honda put a very restrictive exhaust manifold on it (perhaps for other reasons). A set of Comptech headers will pull an additional 25-30 hp out of a CL-S with no other mods, matching the 290 hp output of the NSX with even better torque. Thus, I think Honda has some concerns about confusing customers by having cheaper cars outpower the more expensive/exotic versions.
The K20C is the first FWD I4 from Honda that rotates CW, but the J-series V6's (Accord/CL/TL/Odyssey/MDX) are also CW and have been powering FWD cars for a while now.
For those wondering about the genealogy of the K20C, I would suggest starting with http://asia.vtec.net where there is a good, illustrated piece on i-VTEC and the K20A, the progenitor of the K20C (and very similar to the base RSX engine). Next, look closely at the block design and the cylinder head on the K20C. There is a small picture in last month's Car and Driver which is useful. Note the architecture of the cam saddles and bridges. Also note the configuration of the non-variable cam gear and the associated drive system. Finally, look at the basic block design and the location of the oil filter.
I can't say that the K20 is a direct descendant of the F20C, but Honda engineers are certainly reusing some of the same tricks, strategies, designs on the K-series. I'd love it if the same cam architecture is used because it will mean a larger market (much like the b16/b17/b18 engines) and more incentive to develop parts.
Oh, and Brian, the RSX-S has 200 hp/142 lbs-ft, the RSX-R has 220 hp/151 lbs-ft.
UL
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