I would like to see that. The 2.5t they use in the rs3 and the ttrs is just nasty.

 

not really... the Evo only made 276hp for most of its life cause of the Japanese gentleman's agreement to cap output at 276hp... as proven by all the Evo (and all the other Japanese cars capped at 276hp) tuners that its easily capable of much more. some cars got a retune for more power for exported markets, some didn't...

 

Sure Honda S2000 made good power out of a high strung NA motor.Not a direct comparison.The part that really brought attention was when tuners turned up the wick on the EJ's to match their Evo peers and their motors ended up quicker on the local garage rebuild rack.

 

True, it's not a direct comparison. It's a better engine given that it's making similar power without the aid of forced induction .

EJs are more sensitive to tuning. However, below a certain limit, theres not a big difference between EJs and the 4G63.

 

Maybe gross HP numbers......but no torque curve. Honda 2.2L 162 lb/ft torque.......

Yeah...stock

 

Up to about 400 hp or so.

 

The 4G63 handles more Hp then many modern engines it seems. Sure it doesn't have the fuel economy but the cast block is a beast. They did a good job in the power potential department (even if weak in stock form). Maybe we just need more cast iron blocks

 

what was really crazy to me coming into the evo game was how strong the block was. The late model 302 SBF castings will split in half at the main webbings @ ~500hp. I don't think I have ever come across a 4G63 fail because of the block letting go. That doesn't mean much though, im not an engine builder or anything.

 

The 4G63 is from the era of massive over engineering on the part of the Japanese manufacturers.

 

There are many 4 cylinders that can make the same power as the 4g63. There is nothing special about a 4g. The 4b11 can do it, Honda K, B, and F series engines, EJ's (barf), The GM Ecotec. Sure, the aluminum engines need to be sleeved at an extra expense, but they're still lighter.

As for 5.0 block's splitting, that's tune. Generally too much timing with forced induction. They certainly don't split at 500hp only because they're making 500hp.

 

It was mostly N/A and Nitrous cars that I saw do this. 500hp wasn't like a rule just generally that's the power that the early 80's-mid 90's factory blocks would start splitting. Supers do put more load on that front main, but that causes more of a wear issue then a cracking one. None of the blocks i personally saw split where being run on a tune.So for the most part I only witnessed N/A and nitrous engines go. The Forced induction guys always seemed to get a little more out of the blocks and i thought that was more related to the power adder but maybe it had more to do with the fact that they were probably running fuel injection.

Maybe the inline 4 cylinder is just an inherently strong design.

 

Inline engine in general are inherently strong.

Tuning is tuning whether is a or fi. Timing is still adjustable. I've seen plenty of 302's make good power (over 500) without splitting in 1/2.

 

I take your point that at the end of the day they are both strategies to achieve the same end result. They are wildly different in execution and capabilities though is all i meant. The terminology part sounds weird to me, like you wouldn't ask someone what tune they are running on their carburetor. I do recall seeing boost referenced ignition boxes but thats still pretty crude compared to what you can do with F.I.

It's been a while since I've been in the SBF scene, it use to be common. tech and just sharing of knowledge has really advanced though so hopefully thats been ironed out.

Quick search got me this on corral.net (old stomping ground), seems like not much has changed

http://forums.corral.net/forums/5-0-...lock-302s.html