What's In A Name
#1
Thread Starter
What's In A Name
Mercedes-Maybach S600
Wheelbase: 132.4 in.
Length: 214.6 in.
Curb Weight: About as much as two S2000s, 5400 lbs (C/D estimate)
Engine: 12 cylinder bi-turbo
HP: 523 @ 4900 RPM
Torque: 612 lb-ft
Price: $190,275 (MSRP)
Honda S600
Wheelbase: 79 in.
Length: 130 in., Less than the Maybach wheelbase
Curb Weight: About as much as half an S2000, 1576 lbs.
Engine: 4 cylinder naturally aspirated
HP: 57 @ 10,000,000 RPM
Torque: What's that? Oh. 38 lb-ft.
Price: $45,000 for Condition 1 (restored, better than new), per Hemings valuation tool
#2
Big, heavy, ugly vs too small and no torque - even British sports cars had torque, but not much HP. I've no desire for either one.
#3
Thread Starter
Must come from sticking the intake and exhaust manifolds on the same side of the head.
I would love to do "Cruisin' the Coasst" in an S600. If someone gave me a new Maybach I'd sell it and pick up a very low mileage 91 NSX with the dealer installed "Comptech Performance" pachage and a late model Cayman S, and pay off AJ's student loan with the leftover cash.
I would love to do "Cruisin' the Coasst" in an S600. If someone gave me a new Maybach I'd sell it and pick up a very low mileage 91 NSX with the dealer installed "Comptech Performance" pachage and a late model Cayman S, and pay off AJ's student loan with the leftover cash.
#5
I'd take the Honda, it's my kind of car. I do think that 10,000,000 rpm is a bit much, even for a Honda.
I have no use for the Maybach. I don't even understand why cars like that exist.
I have no use for the Maybach. I don't even understand why cars like that exist.
#7
But they are wonderful; cars Rob. These are the MB-Maybach not the huge maybach's of a few years ago.
Bascially it is just a really nice S-class.
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#8
#9
Thread Starter
Guys, I was kidding...
...about the 10,000,000 RPM.
(Dude, VTEC don't kick in till 7,400,000 RPM, Yo!)
...and about the source of torque on old English sports cars.
I never understood why ANY of the old cars had intake and exhaust on the same side of the head. I know a lot of I-6 and even some I-8 engines did as well. Was it easier to cast that way? Or did it take a genius to invent the cross-flow head?
As to bore and stroke, I knew the old English cars had under-square designs but I always thought the muscle car engines did as well, for the same reason: torque. But a quick bit of web research shows that most, if not all small block Chevy and Ford Windsor engines were short-strokers. I guess lack of precision manufacturing and/or material quality is to blame for the low redlines in old Detroit iron. You know your stuff, sir.
#10
Registered User
From my readings a reverse flow head had a lesser manufacturing cost for both the casting and machining complications. The air/gas mixture was better atomized with the heat of the exhaust manifold shortly after startup. In addition, the combustion chamber efficiency was enhanced with a better swirl that promoted combustion. Oddly enough, a smaller intake runner mandated by the side-by-side port design may have produced better throttle response.
There is no doubt a cross flow head will win out from a performance perspective.
gary