Would it be adviseable to bore out the holes for the rod bolts, and put slightly larger bolts in place, or would that actually be counter productive because it would weaken out the rest of the rod?

That would seem like something that could be done very cheap.

 

Knock Knock
Who's there?
Trouble...
I was just looking for you!

 

[QUOTE=Wisconsin S2k,Mar 11 2006, 10:20 AM] none of those cars has anything to do with the S2000.

 

if you are only comparing the piston speeds, your calculations have merit.

but we're not. You need to consider piston ACCELERATION. the acceleration is NOT a sine curve. Then there's the substantial increase in piston side loading, putting strain on the very thin walls of the cylinder and adding substantial SHEARING force to the bottom end, including the bolts.

putting those things in the picture, 11,000 sounds more accurate to me.

 

Guys, we go on and on about this all the time. Yet the results from people who actually do it seem to contradict the predictions.

My take on it is that Honda have a certain acceptable failure rate and that to maintain this rate on the F22C they needed to reduce the redline. That doesn't mean that if you up the redline to 9000 your engine will fail. It means that out of a given sample set of engine run over a certain time frame more will fail than is acceptable to Honda's business plan.

I am happy to run an F22C or stroked F20C to 9000 if it is making power at that range. But it would be a fully blueprinted engine with everything perfect and balanced to the Nth degree. And sure it could possibly fail in 50,000Km but I expect by then I will have swapped it out for someting else anyway.

All I'm saying is that once you go outside Honda's guidelines don't expect Honda reliability. Yous rolls ya dice, yous takes yous chances.

 

I have the setup in reverse. Ap1 block with Ap2 head w/ springs and retainers. We dropped the redline to 8800rpms.....My car loves the setup.

OG

 

The 11,000rpm refers to accel/deccel rates and rod angle.

They lowered the redline due to accel/deccel rates and rod angle. There has been official documentation FROM HONDA saying this exact thing, posted on these forums. they were actual scanned in pdf documents.

the rods are NOT the biggest risk.

this logic is flawed. you're still trying to relate other cars to the S2000, and you can't. it's a completely different engine, and a completely different design.

all of it. the statement that a "real" synthetic will somehow magically protect the engine more is nothing more than marketing fluff.

That's not what you said. You implied that replacing the rods would address the issue. However, you implied that the rods were the issue, when they really aren't.



this is pretty ridiculous. I'm just repeating myself.

 

exactly.

 

the prediction is that eventually, a failure of some kind will occur, if someone takes an F22 and ups the rev limit to 9100 and actually uses it. whether that is 10,000 miles or 40,000 miles who knows.

most who HAVE done this mod, don't even go much above 8500. so that doesn't give us very conclusive results.

 

I disagree. If the mean piston speeds are the same, the accel/decel rates should be the same. Using the AP2 at 9000rpm and AP1 at 9718rpm as an example, although the AP2 piston/rod must travel a greater distance (90.7mm vs. 84mm) per stroke, the AP1 piston/rod must travel the shorter 84mm distance in less time cuz' it is reving faster (9718rpm vs. 9000rpm). Thus, accel/decel rates should be the same cuz' accel/decel is a function of both the distance traveled, as well as the time it takes to travel a given distance.

Where in the world did you get 11,000rpm from anyway? Did you just pull it out of a hat or something?

[QUOTE]They lowered the redline due to accel/deccel rates and rod angle.